Cessna Skylane 182Q airplane PILOT'S OPERATING HANDBOOK

PILOT'S OPERATING HANDBOOK
ssna.
SKYLANE
- 1977 MODEL 182Q
THIS HANDBOOK INCLUDES THE MATERIAL ‘
REQUIRED TO BE FURNISHED TO THE PILOT
BY CAR PART 3
COPYRIGHT © 1976
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA
D1087-13—RPC—1000—-3/78
mu
LIST OF EFFECTIVE PAGES CESSNA
MODEL 182Q
INSERT LATEST CHANGED
LIST OF EFFECTIVE PAGES pages: oiseost of
SUPERSEDED PAGES.
NOTE: This handbook will be kept current by Service Letters published by Cessna Aircraft
Company. These are distributed to Cessna Dealers and to those who subscribe
through the Owner Follow-Up System. If you are not receiving subscription service,
you will want to keep in touch with your Cessna Dealer for information concerning
the change status of the handbook. Subsequent changes should be examined im-
mediately after receipt; the handbook should not be used for operational purposes
until it has been updated to a current status. On a changed page, the portion of the
text or illustration affected by the change is indicated by a vertical line in the outer
margin of the page.
Dates of issue for original and changed pages are:
Original . . . 0. . . 24 August 1976
THE TOTAL NUMBER OF PAGES IN THIS HANDBOOK IS 262, CONSISTING OF THE
FOLLOWING. THIS TOTAL INCLUDES THE SUPPLEMENTS PROVIDED IN SECTION
9 WHICH COVER OPTIONAL SYSTEMS AVAILABLE IN THE AIRPLANE.
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CESSNA CONGRATULATIONS
MODEL 182Q
CONGRATULATIONS.…
Welcome to the ranks of Cessna owners! Your Cessna has been designed and constructed
to give you the most in performance, economy, and comfort. It is our desire that you will find
flying it, either for business or pleasure, a pleasant and profitable experience.
This Pilot's Operating Handbook has been prepared as a guide to help you get the most
pleasure and utility from your airplane. It contains information about your Cessna's equip-
ment, operating procedures, and performance; and suggestions for its servicing and care. We
urge you to read it from cover to cover, and to refer to it frequently.
Our interest in your flying pleasure has not ceased with your purchase of a Cessna. World-
wide, the Cessna Dealer Organization backed by the Cessna Customer Services Department
stands ready to serve you. The following services are offered by most Cessna Dealers:
e THE CESSNA WARRANTY, which provides coverage for parts and labor, is available
at Cessna Dealers worldwide. Specific benefits and provisions of warranty, plus other
important benefits for you, are contained in your Customer Care Program book, sup-
plied with your airplane. Warranty service is available to you at authorized Cessna
Dealers throughout the world upon presentation of your Customer Care Card which
establishes your eligibility under the warranty.
e FACTORY TRAINED PERSONNEL to provide you with courteous expert service,
e FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient and accurate
workmanship,
e A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them.
e THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA
AIRPLANES, since Cessna Dealers have all of the Service Manuals and Parts
Catalogs, kept current by Service Letters and Service News Letters, published by
Cessna Aircraft Company.
We urge all Cessna owners to use the Cessna Dealer Organization to the fullest.
A current Cessna Dealer Directory accompanies your new airplane, The Directory is
revised frequently, and a current copy can be obtained from your Cessna Dealer. Make
your Directory one of your cross-country flight planning aids; a warm welcome awaits you
at every Cessna Dealer.
PERFORMANCE- CESSNA
SPECIFICATIONS MODEL 182Q
PERFORMANCE - SPECIFICATIONS
SPEED: |
Maximum at Sea Level . . . . . + + + 1 + « . © . . 148 KNOTS
Cruise, 75% Power at 8000 Ft . . . . . . . . . . . . 144 KNOTS
CRUISE: Recommended Lean Mixture with fuel allowance for
engine start, taxi, takeoff, climb and 45 minutes
reserve at 45% power.
75% Power at 8000 Ft . . . . . . . . . . . Range 520 NM
56 Gallons Usable Fuel Time 3.7 HRS
75% Power at 8000 Ft. . . . . . . . . . . Range 735 NM
75 Gallons Usable Fuel Time 5.2 HRS
Maximum Range at 10,000 Ft . . . . . . . Range 640 NM
56 Gallons Usable Fuel Time 5. 7 HRS
Maximum Range at 10,000 Ft . . . . . . . Range 910 NM
75 Gallons Usable Fuel Time 8.1 HRS
RATE OF CLIMB AT SEA LEVEL . . . . . . «+. …..., . 1010 FPM
SERVICE CEILING . + + « + + + 2 + + + + + 2 2 4 « = » 16,500 FT
TAKEOFF PERFORMANCE:
Ground Roll . . . . . « e + 2 4 + + + + + + . + .. 705 FT
Total Distance Over 50-Ft Obstacle . . . . . . . . . 1350 FT
LANDING PERFORMANCE:
Ground Roll . . . . . + + + + + + = 12 4 1 2 2 4 0 590 FT
Total Distance Over 50-Ft Obstacle . . . . . . . . . 1350 FT
STALL SPEED (CAS):
Flaps Up, Power Off . . . . . . + + 4 + 2 + +15 0 56 KNOTS
Flaps Down, Power Off . . . . . + + + + . . . . ‚ . 50 KNOTS
MAXIMUM WEIGHT . . . « + + «a + + + + + + + . . .. 2950 LBS
STANDARD EMPTY WEIGHT:
Skylane . . . +. + e = + 5 2 + 4 + +8 00 .... 1717 LBS
Skylane II . . 2 2 204 400060402008 64058 800 1781 LBS
MAXIMUM USEFUL LOAD:
— Skylane . . . +» . + . +4 are e e + + 0 . e. . - 1233 LBS
Skylane II . - . . . . . e + +0 ee a aa e «e . e 1169 LBS
BAGGAGE ALLOWANCE . . + + + + + «+ o + + = . . , . 200 LBS
WING LOADING: Pounds/Sq Ft . . . . . . . не, 16. 9
POWER LOADING: Pounds/HP . . . . . . . ea. 12.8
FUEL CAPACITY: Total
Standard Tanks . +. . . + + + + + + « x e e a e e 0 61 GAL.
Long Range Tanks . . . . + + + + + + + € кок ос . 80 GAL.
OIL CAPACITY . . . . 2 + + 1 + + 4 + + + 4 + 2 + 50 12 QTS
ENGINE: Teledyne Continental . . . . + + eee... O-470-U
230 BHP at 2400 RPM |
PROPELLER: Constant Speed, Diameter. . . . . . . . —. 82 IN.
ii
A
ERA
CESSNA TABLE OF CONTENTS
MODEL 182Q
TABLE OF CONTENTS
SECTION
GENERAL . . ................. 1
LIMITATIONS 2... ............. 2
EMERGENCY PROCEDURES . ......... 3
NORMAL PROCEDURES . . . . ........ 4
PERFORMANCE . ............... 5
WEIGHT & BALANCE/ -
EQUIPMENT LIST. ...... ea ao 6
AIRPLANE & SYSTEMS
DESCRIPTIONS . . . . . . ......... 7
AIRPLANE HANDLING,
SERVICE & MAINTENANCE. . . ...... 8
SUPPLEMENTS
(Optional Systems Description
& Operating Procedures) . . ........ 9
iii/(iv blank)
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CESSNA SECTION 1
MODEL 182Q
SECTION 1
GENERAL
TABLE OF CONTENTS
Three View
Introduction
Descriptive Data .
Engine
Propeller
Fuel
Oil ..
Maximum Certificated Weights
Standard Airplane Weights
Cabin and Entry Dimensions ‚о .
Baggage Space and Entry Dimensions
Specific Loadings .
Symbols, Abbreviations and Terminology .. .
General Airspeed Terminology and Symbols
Meteorological Terminology .
Engine Power Terminology .
Airplane Performance and Flight Planning Terminology
Weight and Balance Terminology
GENERAL
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1-1
SECTION 1
GENERAL
CESSNA .
MODEL 182Q —
9-14" MAX,
piles =,
MOTES:
1. Wing span shown with strobe
lights installed.
2. Maximum height shown with
nose gear depressed, all tires
and nose strut properly inflated
flashi installed,
and flashing beacon instal led —
3. Wheel base length is 66 1/2”,
4. Propeller ground clearance
is 10 7/8".
5. Wing area is 174 square feet.
6. Minimum turning radius
a
EEpivot point to cutboard ar“
wing tip) is 27".
PIVOT POINT
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Figure 1-1. Three View
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——
CESSNA SECTION 1
MODEL 182Q GENERAL
INTRODUCTION
This handbook contains 9 sections, and includes the material re-
quired to be furnished to the pilot by CAR Part 3, It also contains supple-
mental data supplied by Cessna Aircraft Company.
Section 1 provides basic data and information of general interest. It
also contains definitions or explanations of symbols, abbreviations, and
terminology commonly used.
DESCRIPTIVE DATA
ENGINE
Number of Engines: 1.
Engine Manufacturer: Teledyne Continental.
Engine Model Number: 0-470-U.
Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontal-
ly-opposed, carburetor-equipped, six-cylindcr engine with 470 cu.
in. displacement.
Horsepower Rating and Engine Speed: 230 rated BHP at 2400 RPM.
PROPELLER
Propeller Manufacturer: McCauley Accessory Division.
Propeller Model Number: C2A34C204/90DCB-8.
Number of Blades: 2.
Propeller Diameter, Maximum: 82 inches.
Minimum: 80.5 inches.
Propeller Type: Constant speed and hydraulically actuated, with a low
pitch setting of 15.0° and a high pitch setting of 29.4° (30 inch
station).
FUEL
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/130) Grade Aviation Fuel (Green).
SECTION 1 CESSNA
GENERAL MODEL 182Q
Fuel Capacity:
Standard Tanks: né
Total Capacity: 61 gallons.
Total Capacity Each Tank: 30.5 gallons.
Total Usable: 56 gallons.
Long Range Tanks:
Total Capacity: 80 gallons.
Total Capacity Each Tank: 40 gallons.
Total Usable: 75 gallons. e
NOTE
To ensure maximum fuel capacity when refueling, place
the fuel selector valve in either LEFT or RIGHT posi-
tion to prevent cross-feeding.
OIL
Oil Grade (Specification):
MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish
supply during first 25 hours and at the first 25-hour oil change. —
Continue to use until a total of 50 hours has accumulated or oil
consumption has stabilized.
NOTE
Pa
The airplane was delivered from the factory with a corro-
sion preventive aircraft engine oil. This oil should be
drained after the first 25 hours of operation.
Continental Motors Specification MHS-24A, Ashless Dispersant Oil:
This oil must be used after first 50 hours or oil consumption has
stabilized. Pa
Recommended Viscosity For Temperature Range:
SAE 50 above 4°C (40°F).
SAE 10W30 or SAE 30 below 4°C (40°F).
NOTE
Multi-viscosity oil with a range of SAE 10W30 is recom- wi
mended for improved starting in cold weather.
Oil Capacity:
Sump: 12 Quarts.
Total: 13 Quarts (if oil filter installed).
mers
CESSNA SECTION 1
MODEL 182Q | GENERAL
MAXIMUM CERTIFICATED WEIGHTS
Takeoff: 2950 lbs.
Landing: 2950 lbs.
Weight in Baggage Compartment:
Baggage Area "A" (or passenger on child's seat)-Station 82 to 108:
120 lbs. See note below.
Baggage Area "B" and Hatshelf-Station 108 to 136: 80 Ios. See
note below.
NOTE
The maximum combined weight capacity for baggage
areas A and B, including the hatshelf, is 200 lbs. The
maximum hatshelf load is 25 lbs.
STANDARD AIRPLANE WEIGHTS
Standard Empty Weight, Skylane: 1717 165.
Skylane II: 1781 lbs.
Maximum Useful Load, Skylane: 1233 lbs.
Skylane II: 1169 lbs.
CABIN AND ENTRY DIMENSIONS
Detailed dimensions of the cabin interior and entry door openings are
illustrated in Section 6.
BAGGAGE SPACE AND ENTRY DIMENSIONS
Dimensions of the baggage area and baggage door opening are illus-
trated in detail in Section 6.
SPECIFIC LOADINGS
Wing Loading: 16.9 lbs. /sq. fit.
Power Loading: 12.8 lbs. /hp.
1-5
SECTION 1
GENERAL
CESSNA
MODEL 182Q
SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
KCAS
KIAS
KTAS
Vy
Knots Calibrated Airspeed is indicated airspeed corrected
for position and instrument error and expressed in knots.
Knots calibrated airspeed is equal to KTAS in standard at-
mosphere at sea level,
Knots Indicated Airspeed is the speed shown on the airspeed
indicator and expressed in knots.
Knots True Airspeed is the airspeed expressed in knots rel-
ative to undisturbed air which is KCAS corrected for altitude
and temperature,
Maneuvering Speed is the maximum speed at which you may
use abrupt control travel.
Maximum Flap Extended Speed is the highest speed permis-
sible with wing flaps in a prescribed extended position.
Maximum Structural Cruising Speed is the speed that should
not be exceeded except in smooth air, then only with caution.
Never Exceed Speed is the speed limit that may not be ex-
ceeded at any time...
Stalling Speed or the minimum steady flight speed at which
the airplane is controllable.
Stalling Speed or the minimum steady flight speed at which
the airplane is controllable in the landing configuration at
the most forward center of gravity.
Best Angle-of-Climb Speed is the speed which results in the
greatest gain of altitude in a given horizontal distance.
Best Rate-of-Climb Speed is the speed which results in the
greatest gain in altitude in a given time.
METEOROLOGICAL TERMINOLOGY
CAT
1-6
Outside Air Temperature is the free air static temperature.
If is expressed in either degrees Celsius (formerly Centi-
grade) or degrees Fahrenheit.
TE
CESSNA SECTION 1
MODEL 182Q GENERAL
Standard Standard Temperature is 15°C at sea level pressure altitude
Tempera- and decreases by 2°C for each 1000 feet of altitude.
ture
Pressure Pressure Altitude is the altitude read from an altimeter
Altitude when the altimeter’s barometric scale has been set to 29.92
inches of mercury (1013 mb).
ENGINE POWER TERMINOLOGY
BHP
RPM
MP
Brake Horsepower is the power developed by the engine.
Revolutions Per Minute is engine speed.
Manifold Pressure is a pressure measured in the engine's
induction system and is expressed in inches of mercury (Hg).
AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY
Demon-
strated
Crosswind
. Velocity
Usable Fuel
Unusable
Fuel
GPH
NMPG
5
Demonstrated Crosswind Velocity is the velocity of the cross-
wind component for which adequate control of the airplane
during takeoff and landing was actually demonstrated during
certification tests. The value shown is not considered to be
limiting.
Usable Fuel is the fuel available for flight planning.
Unusable Fuel is the quantity of fuel that can not be safely
used in flight,
Gallons Per Hour is the amount of fuel (in gallons) consumed
per hour,
Nautical Miles Per Gallon is the distance (in nantical miles)
which can be expected per gallon of fuel consumed at a speci-
fic engine power setting and/or flight configuration.
g is acceleration due to gravity.
WEIGHT AND BALANCE TERMINOLOGY
Reference
Datum
Station
Reference Datum is an imaginary vertical plane from which
all horizontal distances are measured for balance purposes.
Station is a location along the airplane fuselage given in
terms of the distance from the reference datum.
1-7
SECTION 1
GENERAL
Arm
Moment
Center of
Gravity
(C.G.)
C.G.
Arm
C.G.
Limits
Standard
Empty
Weight
Basic Empty
Weight
Useful
Load
Gross
(Loaded)
Weight
Maximum
Takeoff
Weight
Maximum
Landing
Weight
Tare
1-8
CESSNA
MODEL 182Q
Arm is the horizontal distance from the reference datum to
the center of gravity (C.G.) of an item.
Moment is the product of the weight of an item multiplied by
its arm. (Moment divided by the constant 1000 is used in
this handbook to simplify balance calculations by reducing
the number of digits.)
Center of Gravity is the point at which an airplane, or equip-
ment, would balance if suspended. Its distance from the «=
reference datum is found by dividing the total moment by the
total weight of the airplane.
Center of Gravity Arm is the arm obtained by adding the
airplane's individual moments and dividing the sum by the
total weight.
Center of Gravity Limits are the extreme center of gravity
locations within which the airplane must be operated at a
given weight.
Standard Empty Weight is the weight of a standard airplane,
including unusable fuel, full operating fluids and full engine
oil.
Basic Empty Weight is the standard empty weight plus the
weight of optional equipment.
EET
Useful Load is the difference between takeoff weight and the
basic empty weight,
Gross (Loaded) Weight is the loaded weight of the airplane.
Maximum Takeoff Weight is the maximum weight approved
for the start of the takeoff run.
Maximum Landing Weight is the maximum weight approved
for the landing touchdown.
Tare is the weight of chocks, blocks, stands, etc. used when
weighing an airplane, and is included in the scale readings.
Tare is deducted from the scale reading to obtain the actual
(net) airplane weight.
en’
CESSNA SECTION 2
MODEL 182Q © LIMITATIONS
SECTION 2
LIMITATIONS
TABLE OF CONTENTS
y
8
Introduction . .
Airspeed Limitations .
Airspeed Indicator Markings
Power Plant Limitations
Power Plant Instrument Markings
Weight Limits .
Center of Gravity Limits
Maneuver Limits . .
Flight Load Factor Limits
Kinds of Operation Limits
Fuel Limitations .
Placards
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CESSNA SECTION 2
MODEL 182Q LIMITATIONS
INTRODUCTION
Section 2 includes operating limitations, instrument markings, and
basic placards necessary for the safe operation of the airplane, its en-
gine, standard systems and standard equipment. The limitations included
in this section have been approved by the Federal Aviation Administration.
When applicable, limitations associated with optional systems or equip-
ment are included in Section 9.
NOTE
The airspeeds listed in the Airspeed Limitations chart
(ficure 2-1) and the Airspeed Indicator Markings chart
(figure 2-2) are based on Airspeed Calibration data
shown in Section 5 with the normal static source. If the
alternate static source is being used, ample margins
should be observed to allow for the airspeed calibration
variations between the normal and alternate static
sources as shown in Section J.
Your Cessna is certificated under FAA Type Certificate No. 3A13 as
Cessna Model No. 182Q.
2-3
SECTION 2
LIMITATIONS
AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown in
figure 2-1.
CESSNA
MODEL 182Q
Speed
SPEED KCAS | KIAS REMARKS
УМЕ Never Exceed Speed 172 179 Do not exceed this speed in
any operation.
VNO Maximum Structural 139 143 Do not exceed this speed
Cruising Speed except in smooth air, and
then only with caution.
Va Maneuvering Speed:
2950 Pounds 109 111 Do not make full or abrupt
2450 Pounds 99 100 | control movements above
1950 Pounds 89 89 this speed.
VEE Maximum Flap Extended
Speed:
To 10° Flaps 137 140 | Do not exceed these speeds
10° - 40° Flaps 95 95 | with the given flap settings.
Maximum Window Open 172 179 Do not exceed this speed with
windows open.
Figure 2-1.
Airspeed Limitations
AIRSPEED INDICATOR MARKINGS
Airspeed indicator markings and their color code significance are
shown in figure 2-2.
2-4
Pa .
CESSNA SECTION 2
MODEL 182Q LIMITATIONS
MARKING KIAS VALUE SIGNIFICANCE
OR RANGE
nor White Arc 45 - 95 Full Flap Operating Range. Lower
limit is maximum weight Vg in
landing configuration. Upper limit
is maximum speed permissible with
flaps extended.
Green Arc 48 - 143 Normal Operating Range. Lower limit
is maximum weight Vg at most forward
C.G. with flaps retracted. Upper limit
is maximum structural cruising speed.
"зн
Yellow Arc 143 - 179 Operations must be conducted with
caution and only in smooth air.
Red Line 179 Maximum speed for all operations.
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Figure 2-2, Airspeed Indicator Markings
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POWER PLANT LIMITATIONS
Engine Manufacturer: Teledyne Continental.
Engine Model Number: O-470-U.
Engine Operating Limits for Takeoff and Continuous Operations:
Maximum Power: 230 BHP.
= Maximum Engine Speed: 2400 RPM.
Maximum Cylinder Head Temperature: 238°C (460°F).
Maximum Qil Temperature: 116°C (240°F).
Oil Pressure, Minimum: 10 psi.
Maximum: 100 psi.
Propeller Manufacturer: McCauley Accessory Division.
Propeller Model Number: C2A34C204/90DCB-8.
-- Propeller Diameter, Maximum: 82 inches.
Minimum: 80.5 inches.
Propeller Blade Angle at 30 Inch Station, Low: 15.0°.
High: 29.4°,
SECTION 2 CESSNA
LIMITATIONS MODEL 182Q
POWER PLANT INSTRUMENT MARKINGS
Power plant instrument markings and their color code significance
are shown in figure 2-3.
RED LINE GREEN ARC | YELLOW ARC RED LINE
INSTRUMENT MINIMUM NORMAL CAUTION | MAXIMUM
LIMIT OPERATING RANGE LIMIT
Tachometer --- 2100 - --- 2400 RPM
2400 RPM
Manifold Pressure --- 15-23 --- ---
in. Hg
Oil Temperature --- 100° - 2409F --- — 240%
Cylinder Head --- 200° - 460°F --- 460°F
Temperature
Oil Pressure 10 psi 30-60 psi --- 100 psi
Carburetor Air --- -- - -159 to 5% -- -
Temperature
Figure 2-3, Power Plant Instrument Markings
WEIGHT LIMITS
Maximum Takeoff Weight: 2950 lbs.
Maximum Landing Weight: 2950 lbs.
Maximum Weight in Baggage Compartment:
Baggage Area "A" (or passenger on child's seat) -
Station 82 to 108: 120 lbs. See note below.
Baggage Area '"B" and Hatshelf -
Station 108 to 136: 80 lbs. See note below.
NOTE
The maximum combined weight capacity for baggage
areas A and B, including the hatshelf, is 200 Ibs. The
maximum hatshelf load is 25 lbs.
2-6
“ar
CESSNA SECTION 2
MODEL 182Q LIMITATIONS
CENTER OF GRAVITY LIMITS
Center of Gravity Range:
Forward: 33.0 inches aft of datum at 2250 lbs. or less, with straight
line variation to 39. 5 inches aft of datum at 2950 lbs.
Aft: 48, 5 inches aft of datum at all weights.
Reference Datum: Front face of firewall.
MANEUVER LIMITS
This airplane is certificated in the normal category. The normal
category is applicable to aircraft intended for non-aerobatic operations.
These include any maneuvers incidental to normal flying, stalls (except
whip stalls), lazy eights, chandelles, and steep turns in which the angle
of bank is not more than 60”.
Aerobatic maneuvers, including spins, are not approved.
FLIGHT LOAD FACTOR LIMITS
Flight Load Factors:
*Flaps Up: +3. 86, -1; 526
*Flaps Down: +2. 0g
*The design load factors are 150% of the above, and in all cases,
the structure meets or exceeds design loads.
KINDS OF OPERATION LIMITS
The airplane is equipped for day VFR and may be equipped for night
VFR and/or IFR operations. FAR Part 91 establishes the minimum re-
quired instrumentation and equipment for these operations. The refer-
ence to types of flight operations on the operating limitations placard re-
flects equipment installed at the time of Airworthiness Certificate issu-
ance.
Flight into known icing conditions is prohibited.
SECTION 2 CESSNA
LIMITATIONS MODEL 182Q
FUEL LIMITATIONS
2 Standard Tanks: 30.5 U.S. gallons each,
Total Fuel: 61 U.S. gallons.
Usable Fuel (all flight conditions): 56 U.S. gallons.
Unusable Fuel: 5,0 U.S, gallons.
2 Long Range Tanks: 40 U.S. gallons each.
Total Fuel: 80 U.S. gallons.
Usable Fuel (ali flight conditions): 75 U.S. gallons.
Unusable Fuel: 5.0 U.S. gallons,
NOTE
To ensure maximum fuel capacity when refueling, place
the fuel selector valve in either LEFT or RIGHT posi-
tion to prevent cross-feeding.
NOTE
Takeoff and land with the fuel selector valve handle in
the BOTH position.
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/130) Grade Aviation Fuel (Green).
2-8
CESSNA | SECTION 2
MODEL 182Q LIMITATIONS
PLACARDS
The following information is displayed in the form of composite or
individual placards.
(1) In full view of the pilot: (The '"DAY-NIGHT-VFR-IFR" entry,
shown on the example below, will vary as the airplane is equipped.)
This airplane must be operated as a normal category airplane
in compliance with the operating limitations as stated in the
form of placards, markings, and manuals.
MAXIMUMS
MANEUVERING SPEED (IAS) . . . . . . . . 111 knots
GROSSWEIGHT . . . . . . . . + + « « . . 2950 lbs.
FLIGHT LOAD FACTOR . .Flaps Up. . 18.8, -1.52
Flaps Down. 42.0
No acrobatic maneuvers, including spins, approved.
Altitude loss in a stall recovery - 160 ft. Flight into
known icing conditions prohibited. This airplane is
certified for the following flight operations as of date
of original airworthiness certificate:
DAY - NIGHT - VFR - IFR
(2) On control lock:
Control lock - remove before starting engine,
(3) On the fuel selector valve plate (standard tanks):
Off
Left - 29 gal, Level flight only,
Both - 56 gal. All flight attitudes. Both on for
takeoff and landing.
Right - 29 gal. Level flight only.
SECTION 2 CESSNA
LIMITATIONS MODEL 182Q
On the fuel selector valve plate (long range tanks):
Off
Left - 37 gal. Level flight only.
Both - 75 gal. All flight attitudes. Both on for
takeoff and landing.
Right - 37 gal. Level flight only.
(4) On the baggage door:
FORWARD OF BAGGAGE DOOR LATCH
120 POUNDS MAXIMUM
BAGGAGE AND/OR AUXILIARY PASSENGER
AFT OF BAGGAGE DOOR LATCH
80 POUNDS MAXIMUM
BAGGAGE INCLUDING 25 LBS MAXIMUM IN
BAGGAGE WALL HATSHELF
MAXIMUM 200 POUNDS COMBINED
FOR ADDITIONAL LOADING INSTRUCTIONS SEE
WEIGHT AND BALANCE DATA
(5) On flap control indicator:
0° to 10° (Partial flap range with blue color
code and 140 kt callout; also, me-
chanical detent at 10°.)
10° to 20° to FULL (Indices at these positions with white
color code and 95 kt callout; also,
mechanical detent at 10° and 20°.)
(6) Forward of fuel tank filler cap (standard tanks):
Service this airplane with 100/130 minimum aviation grade
gasoline. Capacity 30.5 gal.
2-10
ER
AE
——
ing
CESSNA SECTION 2
MODEL 182Q LIMITATIONS
Forward of fuel tank filler cap (long range tanks):
Service this airplane with 100/130 minimum aviation grade
gasoline. Capacity 40.0 gal.
(7) On aft panel of baggage compartment (all models with oxygen):
OXYGEN REFILL
2-11/(2-12 blank)
\
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- —
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CESSNA
SECTION 3
MODEL 182Q EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS
Introduction . . .
Airspeeds For Emergency Operation .
OPERATIONAL CHECKLISTS
Engine Failures .
Engine Failure During ‘Takeoff Run . Co
Engine Failure Immediately After Takeoff
Engine Failure During Flight ..
Forced Landings . . .
Emergency Landing Without Engine Power
Precautionary Landing ‘With A Engine Power
Ditching . .
Fires . .
During start On Ground .
Engine Fire In Flight .
Electrical Fire In Flight
Cabin Fire
Wing Fire .
Icing . .
Inadvertent Teing Encounter . .
Static Source Blockage (Erroneous Instrument Reading
Suspected) . .
Landing With a Flat Main Tire . .
Electrical Power Supply System Malfunctions
Over-Voltage Light Illuminates.
Ammeter Shows Discharge.
AMPLIFIED PROCEDURES
Engine Failure
Forced Landings .
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SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS (Continued)
Landing Without Elevator Control
Fires .
Emergency Operation In Clouds (Vacuum System Failure) .
Executing A 180° Turn In Clouds .
Emergency Descent Through Clouds
Recovery From a Spiral Dive
Flight In Icing Conditions
— Static Source Blocked .
Spins .
‚Rough Engine ‘Operation or Loss of Power
Carburetor Icing . + + a
Spark Plug Fouling .
Magneto Malfunction
Low Oil Pressure
Electrical Power Supply System Malfunctions
Excessive Rate Of Charge . .
Insufficient Rate Of Charge
3-2
CESSNA
MODEL 182Q
Page
3-10
3-10
3-10
3-11
3-11
3-12
3-12
3-12
3-13
. 3-13
. 3-13
3-14
3-14
3-14
3-14
3-15
3-15
o
“еле”
CESSNA SECTION 3
MODEL 182Q EMERGENCY PROCEDURES
INTRODUCTION
Section 3 provides checklist and amplified procedures for coping with
emergencies that may occur. Emergencies caused by airplane or engine
malfunctions are extremely rare if proper preflight inspections and main-
tenance are practiced. Enroute weather emergencies can be minimized
or eliminated by careful flight planning and good judgment when unexpect-
ed weather is encountered. However, should an emergency arise the
basic guidelines described in this section should be considered and applied
as necessary to correct the problem. Emergency procedures associated
with the ELT and other optional systems can be found in Section 9.
AIRSPEEDS FOR EMERGENCY OPERATION
Engine Failure After Takeoff:
Wing Flaps Up . . . + + + + + +. + e e 4 + + 4 + + + TO KIAS
Wing Flaps Down. . . . « -= + + + + o» » » » e e + e + 65 KIAS
Maneuvering Speed:
2950 Lbs . . . o. 2 42 4 4 4 4 44 4 1 + + + «+ «+ 111 KIAS
2450 Lbs . . . a + . 47, 100 KIAS
1950 Lbs . . . 7 + + + + 89 KIAS
Maximum Glide:
2950 Lbs . . . . o. e a e. 2 e . » e e e e e e « . . « 70 КТА5
Precautionary Landing With Engine Power . . . . . . . . . 65 KIAS
Landing Without Engine Power:
Wing Flaps Up. . . +. +. + + e +» oe + + + « « « + . . 70 KIAS
Wing Flaps Down. . . . . » +. «+ « « + + « e » « «+». q 65 KIAS
OPERATIONAL CHECKLISTS
ENGINE FAILURES
ENGINE FAILURE DURING TAKEOFF RUN
(1) Throttle -- IDLE.
(2) Brakes -- APPLY.
(3) Wing Flaps -- RETRACT.
(4) Mixture -- IDLE CUT-OFF,
(5) Ignition Switch -- OFF.
(6) Master Switch -- OFF,
SECTION 3
EMERGENCY PROCEDURES
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
(1) Airspeed -- 70 KIAS (flaps UP).
65 KIAS (flaps DOWN).
(2) Mixture -- IDLE CUT-OFF.
(3) Fuel Selector Valve -- OFF.
(4) Ignition Switch -- OFF.
(5) Wing Flaps -- AS REQUIRED (40° recommended).
(6) Master Switch -- OFF.
ENGINE FAILURE DURING FLIGHT
(1) Airspeed -- 70 KIAS.
(2) Carburetor Heat.-- ON.
(3) Fuel Selector Valve -- BOTH.
(4) Mixture -- RICH.
(5) Ignition Switch ~- BOTH (or START if propeller is
(6) Primer -- IN and LOCKED.
FORCED LANDINGS
EMERGENCY LANDING WITHOUT ENGINE POWER
(1) Airspeed -- 70 KIAS (flaps UP).
65 KIAS (flaps DOWN).
(2) Mixture -- IDLE CUT-OFF.
(3) Fuel Selector Valve -- OFF.
(4) Ignition Switch -- OFF.
(5) Wing Flaps -- AS REQUIRED (40° recommended).
(6) Master Switch -- OFF.
(7) Doors -- UNLATCH PRIOR TO TOUCHDOWN.
(8) Touchdown -- SLIGHTLY TAIL LOW.
(9) Brakes -- APPLY HEAVILY.
PRECAUTIONARY LANDING WITH ENGINE POWER
(1) Wing Flaps -- 20°.
(2) Airspeed -- 65 KIAS.
CESSNA
MODEL 1820
stopped).
(3) Selected Field -- FLY OVER, noting terrain and obstructions,
then retract flaps upon reaching a safe altitude and airspeed.
(4) Radio and Electrical Switches -- OFF.
(5) Wing Flaps -- 40° (on final approach).
(6) Airspeed -- 65 KIAS.
(1) Master Switch -- OFF.
3-4
CESSNA. SECTION 3
MODEL 182Q EMERGENCY PROCEDURES
(8) Doors -- UNLATCH PRIOR TO TOUCHDOWN.
(9) Touchdown -- SLIGHT LY TAIL LOW.
(10) Ignition Switch -- OFF.
(11) Brakes -- APPLY HEAVILY.
mer
DITCHING
(1) Radio -- TRANSMIT MA YDAY on 121. 5 MHz, giving location and
intentions.
(2) Heavy Objects (in baggage area) -- SECURE OR JETTISON.
(3) Flaps -- 20° - 40°
“mr”
(4) Power -- ESTABLISH 300 FT/MIN DESCENT at 60 KIAS.
(5) Approach -- High Winds, Heavy Seas -- INTO THE WIND.
Light Winds, Heavy Swells -- PARALLEL TO
SWELLS.
NOTE
If no power is available, approach at 70 KIAS with flaps
up or at 65 KIAS with 10° flaps.
час”
(6) Cabin Doors -- UNLATCH. |
(7) Touchdown -- LEVEL ATTITUDE AT ESTABLISHED DE-
SCENT.
st (8) Face -- CUSHION at touchdown with folded coat.
(9) Airplane -- EVACUATE through cabin doors. If necessary,
open window to flood cabin to equalize pressure so doors can be
opened.
(10) Life Vests and Raft -- INFLATE.
FIRES
DURING START ON GROUND
(1) Cranking -- CONTINUE, to get a start which would suck the
flames and accumulated fuel through the carburetor and into the engine.
If engine starts:
(2) Power -- 1700 RPM for a few minutes.
(3) Engine -- SHUTDOWN and inspect for damage.
If engine fails to start:
(4) Throttle -- FULL OPEN.
(5) Mixture -- IDLE CUT-OFF.
3-5
SECTION 3 | CESSNA
EMERGENCY PROCEDURES MODEL 182Q
(6) Cranking -- CONTINUE.
(7) Fire Extinguisher -- OBTAIN (have ground attendants obtain if
not installed).
(8) Engine -- SECURE.
a. Master Switch -- OFF
b. Ignition Switch -- OFF.
с. Fuel Selector Valve -- OFF.
(9) Fire -- EXTINGUISH using fire extinguisher, wool blanket, or
dirt.
(10) Fire Damage -- INSPECT, repair damage or replace damaged ET
a 3,
components or wiring before conducting another flight.
ENGINE FIRE IN FLIGHT
(1) Mixture -- IDLE CUT-OFF.
(2) Fuel Selector Valve -- OFF.
(3) Master Switch -- OFF. ие
(4) Cabin Heat and Air -- OFF (except overhead vents).
(5) Airspeed -- 100 KIAS (If fire is not extinguished, increase glide
speed to find an airspeed which will provide an incombustible mixture).
(6) Forced Landing -- EXECUTE (as described in Emergency Landing
rei
Without Engine Power).
ELECTRICAL FIRE IN FLIGHT
(1) Master Switch -- OFF.
(2) All Other Switches (except ignition switch) -- OFF. és
(3) Vents/Cabin Air/Heat -- CLOSED.
(4) Fire Extinguisher -- ACTIVATE (if available).
(WARNING)
After discharging an extinguisher within a closed cab-
in, ventilate the cabin. —-—
If fire appears out and electrical power is necessary for continuance
of flight:
(5) Master Switch -- ÓN.
EZ
3-6
(6) Circuit Breakers -- CHECK for faulty circuit, do not reset.
(7) Radio/Electrical Switches -- ON one at a time, with delay aíter
each until short circuit is localized.
(8) Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire
is completely extinguished.
CESSNA SECTION 3
MODEL 182Q EMERGENCY PROCEDURES
CABIN FIRE
(1) Master Switch -- OFF.
(2) Vents/Cabin Air/Heat -- CLOSED (to avoid drafts).
(3) Fire Extinguisher -- ACTIVATE (if available).
WARNING)
After discharging an extinguisher within a closed cabin,
ed ventilate the cabin.
(4) Land the airplane as soon as possible to inspect for damage.
WING FIRE
(1) Navigation Light Switch -- OFF.
‘= (2) Strobe Light Switch (if installed).-- OFF.
(3) Pitot Heat Switch (if installed) -- OFF.
NOTE
Perform a sideslip to keep the flames away from the
fuel tank and cabin, and land as soon as possible using
flaps only as required for final approach and touchdown,
wr ICING
INADVERTENT ICING ENCOUNTER
(1) Turn pitot heat switch ON (if installed).
(2) Turn back or change altitude to obtain an outside air tempera-
ture that is less conducive to icing.
(3) Pull cabin heat control full out and rotate defroster control
clockwise to obtain maximum defroster airflow.
(4) Increase engine speed to minimize ice build-up on propeller
blades.
(5) Watch for signs of carburetor air filter ice and apply carburetor
heat as required. An unexplained loss in manifold pressure could
be caused by carburetor ice or air intake filter ice. Lean the mix-
ture if carburetor heat is used continuously.
(6) Plan a landing at the nearest airport. With an extremely rapid
ice build-up, select a suitable “off airport” landing site.
(7) With an ice accumulation of 1/4 inch or more on the wing lead-
ing edges, be prepared for significantly higher stall speed.
—
3-7
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 182Q
(8) Leave wing flaps retracted. With a severe ice build-up on the
horizontal tail, the change in wing wake airflow direction caused
by wing flap extension could result in a loss of elevator effective-
ness.
(9) Open the window and, if practical, scrape ice from a portion of
the windshield for visibility in the landing approach.
(10) Perform a landing approach using a forward slip, if necessary,
for improved visibility.
(11) Approach at 80 to 90 KIAS, depending upon the amount of ice
accumulation.
(12) Perform a landing in level attitude.
Fs
STATIC SOURCE BLOCKAGE
(Erroneous Instrument Reading Suspected)
(1) Alternate Static Source Valve -- PULL ON.
(2) Airspeed -- Consult appropriate table in Section 5 (ES
(3) Altitude -- Cruise 50 feet higher and approach 30 feet higher
than normal.
LANDING WITH A FLAT MAIN TIRE же.
(1) Approach -- NORMAL,
(2) Wing Flaps -- FULL DOWN.
(3) Touchdown -- GOOD TIRE FIRST, hold airplane off flat tire as |
long as possible with aileron control. Pa
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
OVER-VOLTAGE LIGHT ILLUMINATES
(1) Master Switch -- OFF (both sides). To
(2) Master Switch -- ON.
(3) Over-Voltage Light -- OFF.
If over -voltage light illuminates again:
(4) Flight -- TERMINATE as soon as practical.
TT
Ar
AMMETER SHOWS DISCHARGE
(1) Alternator -- OFF.
(2) Nonessential Electrical Equipment -- OFF.
(3) Flight -- TERMINATE as soon as practical.
CESSNA | SECTION 3
MODEL 182Q EMERGENCY PROCEDURES
AMPLIFIED PROCEDURES
ENGINE FAILURE
If an engine failure occurs during the takeoff run, the most important
thing to do is stop the airplane on the remaining runway. Those extra
items on the checklist will provide added safety during a failure of this
type.
Prompt lowering of the nose to maintain airspeed and establish a
glide attitude is the first response to an engine failure after takeoff. In
most cases, the landing should be planned straight ahead with only small
changes in direction to avoid obstructions. Altitude and airspeed are sel-
dom sufficient to execute a 180° gliding turn necessary to return to the
runway. The checklist procedures assume that adequate time exists to
secure the fuel and ignition systems prior to touchdown.
After an engine failure in flight, the best glide speed as shown in Fig-
ure 3-1 should be established as quickly as possible. While gliding to-
ward a suitable landing area, an effort should be made to identify the
cauge of the failure. If time permits, an engine restart should be attempt-
ed as shown in the checklist. If the engine cannot be restarted, a forced
landing without power must be completed.
12,000
IL 10,000
=
© 8000
E
LJ
+
ш 6000
O
a O
= 4000 — Не
с Во * SPEED 70 KIAS
T 2000 e * PROPELLER WINDMILLING [+
EE * FLAPS UP % ZERO WIND
o ET 1 i I 1 1
0 2 4 6 8 10 12 14 16 18 20
GROUND DISTANCE - NAUTICAL MILES
Figure 3-1. Maximum Glide .
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 182Q
FORCED LANDINGS
If all attempts to restart the engine fail and a forced landing is
imminent, select a suitable field and prepare for the landing as dis-
cussed in the checklist for Emergency Landing Without Engine Power.
Before attempting an “off airport” landing with engine power avail-
able, one should drag the landing area at a safe but low altitude to
inspect the terrain for obstructions and surface conditions, proceeding
as discussed under the Precautionary Landing With Engine Power
checklist.
Prepare for ditching by securing or jettisoning heavy objects locat-
ed in the baggage area and collect folded coats for protection of occu-
pants’ faze at touchdown. Transmit Mayday message on 121.5 MHz
giving location and intentions.
LANDING WITHOUT ELEVATOR CONTROL
Trim for horizontal flight with an airspeed of approximately 80 KIAS
by using throttle and elevator trim control. Then do not change the eleva-
tor trim control setting; control the glide angle by adjusting power exclu- — ==.
sively.
At flareout the nose-down moment resulting from power reduction is
an adverse factor and the airplane may hit on the nose wheel. Consequent-
ly, at flareout, the elevator trim control should be adjusted toward the full ..-
nose-up position and the power adjusted so that the airplane will rotate to
the horizontal attitude for touchdown. Close the throttle at touchdown.
FIRES
Although engine fires are extremely rare in flight, the steps of the
appropriate checklist should be followed if one is encountered. After 7
completion of this procedure, execute a forced landing. Do not attempt
to restart the engine.
The initial indication of an electrical fire is usually the odor of
burning insulation. The checklist for this problem should result in
elimination of the fire.
EMERGENCY OPERATION IN CLOUDS
(Vacuum System Failure)
In the event of a vacuum system failure during flight in marginal
3-10
pe”
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{
“а”
пы
CESSNA SECTION 3
MODEL 182Q EMERGENCY PROCEDURES
weather, the directional indicator and attitude indicator will be disabled,
and the pilot will have to rely on the turn coordinator or the turn and bank
indicator if he inadvertently flies into clouds. The following instructions
assume that only the electrically-powered turn coordinator or the turn
and bank indicator is operative, and that the pilot is not completely pro-
ficient in instrument flying.
EXECUTING A 180° TURN IN CLOUDS
Upon inadvertently entering the clouds, an immediate plan should
be made to turn back as follows:
(1) Note the time of the minute hand and observe the position of the
sweep second hand on the clock.
(2) When the sweep second hand indicates the nearest half-minute,
initiate a standard rate left turn, holding the turn coordinator sym-
bolic airplane wing opposite the lower left index mark for 60 sec-
onds. Then roll back to level flight by leveling the miniature air-
plane,
(3) Check accuracy of the turn by observing the compass heading
which should be the reciprocal of the original heading.
(4) If necessary, adjust heading primarily with skidding motions
rather than rolling motions so that the compass will read more
accurately.
(9) Maintain altitude and airspeed by cautious application of eleva-
tor control. Avoid overcontrolling by keeping the hands off the
control wheel as much as possible and steering only with rudder.
EMERGENCY DESCENT THROUGH CLOUDS
H conditions preclude reestablishment of VFR flight by a 180° turn, a
descent through a cloud deck to VFR conditions may be appropriate. If
possible, obtain radio clearance for an emergency descent through clouds.
To guard against a spiral dive, choose an easterly or westerly heading to
minimize compass card swings due to changing bank angles. In addition,
keep hands off the control wheel and steer a straight course with rudder
control by monitoring the turn coordinator. Occasionally check the com-
pass heading and make minor corrections to hold an approximate course,
Before descending into the clouds, set up a stabilized let-down condition
as follows:
(1) Apply full rich mixture,
(2) Apply full carburetor heat.
(3) Reduce power to set up a 500 to 800 ft, /min. rate of descent.
(4) Adjust the elevator and rudder trim control wheels for a stabi-
lized descent at 80 KIAS.. |
(5) Keep hands off control wheel.
3-11
SECTION 3 — CESSNA
EMERGENCY PROCEDURES MODEL 182Q
(6) Monitor turn coordinator and make corrections by rudder alone.
(7) Adjust rudder trim to relieve unbalanced rudder force, if present.
(8) Check trend of compass card movement and make cautious cor-
rections with rudder to stop turn.
(9) Upon breaking out of clouds, resume normal cruising flight.
RECOVERY FROM A SPIRAL DIVE
If a spiral is encountered, proceed as follows:
(1) Close the throttle.
(2) Stop the turn by using coordinated aileron and rudder control to
align the symbolic airplane in the turn coordinator with the horizon
reference line,
(3) Cautiously apply elevator back pressure to slowly reduce the
indicated airspeed to 80 KIAS.
(4) Adjust the elevator trim control to maintain an 80 KIAS glide.
(5) Keep hands off the control wheel, using rudder control to hold a
straight heading. Use rudder trim to relieve unbalanced rudder force,
if present.
(6) Apply carburetor heat.
(7) Clear engine occasionally, but avoid using enough power to dis-
turb the trimmed glide.
(8) Upon breaking out of clouds, resume normal cruising flight.
FLIGHT IN ICING CONDITIONS
Flight into icing conditions is prohibited. An inadvertent encounter
with these conditions can best be handled using the checklist procedures.
The best procedure, of course, is to turn back or change altitude to es-
cape icing conditions.
STATIC SOURCE BLOCKED
If erroneous readings of the static source instruments (airspeed,
altimeter and rate-of-climb) are suspected, the alternate static source
valve should be pulled on, thereby supplying static pressure to these
instruments from the cabin. Cabin pressures will vary with open
ventilators or windows and with airspeed. To avoid the possibility of
large errors, the windows should not be open when using the alternate
static source.
NOTE
In an emergency on airplanes not equipped with an alter-
nate static source, cabin pressure can be supplied to the
a,
mm
CESSNA SECTION 3
MODEL 182Q EMERGENCY PROCEDURES
static pressure instruments by breaking the glass in the
face of the rate-of-climb indicator.
A calibration table is provided in Section 5 to illustrate the effect of
the alternate static source on indicated airspeeds. With the windows
and vents closed the airspeed indicator may typically read as much as
3 knots faster and the altimeter 45 feet higher in cruise. With the vents
open, this variation reduces to zero. If the alternate static source must
be used for landing, the normal indicated approach speed may be used
since the indicated airspeed variations in this configuration are 2
knots or less.
SPINS
Intentional spins are prohibited in this airplane. Should an inadvertent
spin occur, the following recovery procedure should be used:
(1) RETARD THROTTLE TO IDLE POSITION,
(2) PLACE AILERONS IN NEUTRAL POSITION.
(3) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC-
TION OF ROTATION.
(4) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE
WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL.
(5) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
Premature relaxation of the control inputs may extend the recovery.
(6) AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A
SMOOTH RECOVERY FROM THE RESULTING DIVE.
NOTE
If disorientation precludes a visual determination of the
direction of rotation, the symbolic airplane in the turn
coordinator or the needle of the turn and bank indicator
may be referred to for this information.
ROUGH ENGINE OPERATION OR LOSS OF POWER
CARBURETOR ICING
An unexplained drop in manifold pressure and eventual engine rough-
ness may result from the formation of carburetor ice. To clear the ice,
apply full throttle and pull the carburetor heat knob full out until the en-
gine runs smoothly; then remove carburetor heat and readjust the throttle.
3-13
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 182Q
If conditions require the continued use of carburetor heat in cruise flight,
use the minimum amount of heat necessary to prevent ice from forming
and lean the mixture for smoothest engine operation.
SPARK PLUG FOULING
A slight engine roughness in flight may be caused by one or more
spark plugs becoming fouled by carbon or lead deposits. This may be
verified by turning the ignition switch momentarily from BOTH to either
L or R position. An obvious power loss in single ignition operation is
evidence of spark plug or magneto trouble. Assuming that spark plugs
are the more likely cause, lean the mixture to the recommended lean set-
ting for cruising flight. If the problem does not clear up in several min-
utes, determine if a richer mixture setting will produce smoother opera-
tion. If not, proceed to the nearest airport for repairs using the BOTH
position of the ignition switch unless extreme roughness dictates the use
of single ignition position.
MAGNETO MALFUNCTION
A sudden engine roughness or misfiring is usually evidence of mag-
neto problems. Switching from BOTH to either L or R ignition switch
position will identify which magneto is malfunctioning. Select different
power settings and enrichen the mixture to determine if continued opera-
tion on BOTH magnetos is practicable. If not, switch to the good magneto
and proceed to the nearest airport for repairs.
LOW OIL PRESSURE
If low oil pressure is accompanied by normal oil temperature, there
is a possibility the oil pressure gage or relief valve is malfunctioning. A
leak in the line to the gage is not necessarily cause for an immediate pre-
cautionary landing because an orifice in this line will prevent a sudden
Joss of oil from the engine sump. However, a landing at the nearest air-
port would be advisable to inspect the source of trouble.
If a total loss of oil pressure is accompanied by a rise in oil temper-
ature, there is good reason to suspect an engine failure is imminent, Re-
duce engine power immediately and select a suitable forced landing field.
Use only the minimum power required to reach the desired touchdown spot.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS
Malfunctions in the electrical power supply system can be detected by
periodic monitoring of the ammeter and over-voltage warning light; how-
3-14
E,
=>
"pepe
CESSNA SECTION 3
MODEL 182Q EMERGENCY PROCEDURES
ever, the cause of these malfunctions is usually difficult to determine. A
broken alternator drive belt or wiring is most likely the cause of alterna-
tor failures, although other factors could cause the problem. A damaged
or improperly adjusted voltage regulator can also cause malfunctions.
Problems of this nature constitute an electrical emergency and should be
dealt with immediately. Electrical power malfunctions usually fall into
two categories: excessive rate of charge and insufficient rate of charge.
The following paragraphs describe the recommended remedy for each
situation.
EXCESSIVE RATE OF CHARGE
After engine starting and heavy electrical usage at low engine speeds
{such as extended taxiing) the battery condition will be low enough to ac-
cept above normal charging during the initial part of a flight, However,
after thirty minutes of cruising flight, the ammeter should be indicating
less than two needle widths of charging current. If the charging rate were
to remain above this value on a long flight, the battery would overheat and
evaporate the electrolyte at an excessive rate. Electronic components in
the electrical system could be adversely affected by higher than normal
voltage if a faulty voltage regulator setting is causing the overcharging.
To preclude these possibilities, an over-voltage sensor will automatically
shut down the alternator and the over-voltage warning light will illuminate
if the charge voltage reaches approximately 16 volts. Assuming that the
malfunction was only momentary, an attempt should be made to reactivate
the alternator system. To do this, turn both sides of the master switch
off and then on again. If the problem no longer exists, normal alternator
charging will resume and the warning light will go off. If the light illumi-
nates again, a malfunction is confirmed. In this event, the flight should
be terminated and/or the current drain on the battery minimized because
the battery can supply the electrical system for only a limited period of
time, If the emergency occurs at night, power must be conserved for
later operation of the wing flaps and possible use of the landing lights
during landing.
INSUFFICIENT RATE OF CHARGE
If the ammeter indicates a continuous discharge rate in flight, the
alternator is not supplying power to the system and should be shut down
since the alternator field circuit may be placing an unnecessary load on
the system. All nonessential equipment should be turned off and the flight
terminated as soon as practical.
3-15/(3-16 blank)
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CESSNA SECTION 4
MODEL 182Q NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
Page
Introduction . . . e ae e e e e e e a a 4-3
Speeds For Normal Operation aa a aa e e a aa 4-3
CHECKLIST PROCEDURES
Preflight Inspection
Cabin ..
Empennage
Right Wing, Trailing Bdge.
Right Wing . . .
Nose . .
Left Wing ..
ws Left Wing, Leading Edge
Left Wing, Trailing Edge
Before Starting Engine .
Starting Engine
Before Takeoff .
-- Takeoff . . .
Normal Takeoff :
Short Field Takeoff
Enroute Climb .
Normal Climb
Maximum Performance Climb —
Cruise
Descent .
Before Landing
Landing .
Normal Landing
Short Field Landing
Balked Landing Ве,
After Landing . . . . 4-10
Securing Airplane . . . . . . . . . 4 4 11112 2 2 , ,4-10
-2 С) С) ©) С) СЛ Сл Сл СЛ СЯ Л
SARA RAR ABIR
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—
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AMPLIFIED PROCEDURES
Starting Engine . . . . 4-11
4-1
SECTION 4
CESSNA
. NORMAL PROCEDURES MODEL 182Q
TABLE OF CONTENTS (Continued)
Taxiing .
Before Takeoff .
Warm-Up . .
Magneto Check _
Alternator Check .
Takeoff .
Power Check a
Wing Flap Settings .
Crosswind Takeoff
Enroute Climb .
Cruise . .
Leaning With A Cessna à Economy Mixture Indicator (BGT)
Stalls к. : . .
Landing . .
Normal Landing
Short Field Landing
Crosswind Landing
Balked Landing ‘
Cold Weather Operation
Starting |
Operation .
Hot Weather Operation .
Noise Abatement
4-2
Page
.4-11
. 4-13
‚ 4-13
‚ 4-13
‚ 4-13
. 4-13
‚ 4-13
. 4-14
‚4-14
. 4-15
. 4-15
‚ 4-17
‚ 4-17
‚ 4-18
‚ 4-18
. 4-18
. 4-18
‚ 4-16
‚ 4-18
‚ 4-18
. 4-20
‚ 4-21,
. 4-21
Fa
E
CESSNA SECTION 4
MODEL 182Q NORMAL PROCEDURES
INTRODUCTION
Section 4 provides checklist and amplified procedures for the conduct
of normal operation. Normal procedures associated with Optional Sys-
tems can be found in Section 9.
SPEEDS FOR NORMAL OPERATION
Unless otherwise noted, the following speeds are based on a maxi-
mum weight of 2950 pounds and may be used for any lesser weight. How-
ever, to achieve the performance specified in Section 5 for takeoff dis-
tance, the speed appropriate to the particular weight must be used.
Takeoff:
Normal Climb Out . . . . . . .. .. . . _ . 70-80 KIAS
Short Field Takeoff, Flaps 20°, Speed at 50 Feet . . . . 57 KIAS
Enroute Climb, Flaps Up:
Normal . . . . . . .., _......... . 85-95 KIAS
Best Rate of Climb, Sea Level . . . . . . . . . . . 78 KIAS
Best Rate of Climb, 10000 Feet . . . . . . . . . . . ws KIAS
Best Angle of Climb, Sea Level . . . . . . . _ . +... 54 KIAS
Best Angle of Climb, 10,000 Feet . . . . . . _ К... 62 KIAS .
Landing Approach:
Normal Approach, Flaps Up . . . . . . . . . . 70-80 KIAS
Normal Approach, Flaps 40° . . . . . . . . . . 60-70 KIAS
Short Field Approach, Flaps 40° . . . . . . . . . . 60 KIAS
Balked Landing: 3
Maximum Power, Flaps 20° . . . . . . . . . юн... 55 KIAS
Maximum Recommended Turbulent Air Penetration Speed:
2950 Lbs . . 111 KIAS
2450 Lbs . 12114144 4 LL 100 KIAS
1950 Lbs . . 89 KIAS
Maximum Demonstrated Crosswind Velocity:
Takeoff 2114241241 4111 1111111. 20KNOTS
Landing . . . . .. ........... . . 15 KNOTS
4-3
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 182Q
rE pn ER ER ERE Sr
CE СОЕД
|
2
NOTE
Visually check airplane for general condition during walk-
around inspection. In cold weather, remove even small
accumulations of frost, ice or snow from wing, tail and
controls surfaces. Also, make sure that the control sur-
faces contain no internal accumulations of ice or debris.
If a night flight is planned, check operation of all lights,
and make sure a flashlight is available.
Figure 4-1. Preflight Inspection
BEET
CESSNA SECTION 4
MODEL 182Q | NORMAL PROCEDURES
CHECKLIST PROCEDURES
PREFLIGHT INSPECTION
(1) CABIN
(1) Control Wheel Lock -- REMOVE,
(2) Ignition Switch -- OFF.
(3) Master Switch -- ON,
(4) Fuel Quantity Indicators -- CHECK QUANTITY.
(5) Master Switch -- OFF.
(6) Fuel Selector Valve -- BOTH.
(7) Baggage Door -~ CHECK for security, lock with key if child's
seat is to be occupied.
(2) EMPENNAGE
(1) Rudder Gust Lock -- REMOVE,
(2) Tail Tie-Down -- DISCONNECT.
(3) Control Surfaces -- CHECK freedom of movement and security.
(3) RIGHT WING Trailing Edge
(1) Aileron -- CHECK freedom of movement and security.
(4) RIGHT WING
(1) Wing Tie-Down -- DISCONNECT,
(2) Main Wheel Tire -- CHECK for proper inflation.
(3) Before first flight of the day and after each refueling, use
sampler cup and drain small quantity of fuel from fuel tank sump
quick-drain valve to check for water, sediment and proper fuel
grade.
(4) Fuel Quantity -- CHECK VISUALLY for desired level.
(5) Fuel Filler Cap -- SECURE and vent unobstructed.
(5) NOSE
(1) Static Source Openings (both sides of fuselage) -- CHECK for
stoppage.
(2) Propeller and Spinner -- CHECK for nicks, security and oil leaks.
(3) Landing Lights -- CHECK for condition and cleanliness.
(4) Carburetor Air Filter ~- CHECK for restrictions by dust or other
foreign matter,
4-5
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 182Q
(5) Nose Wheel Strut and Tire -- CHECK for proper inflation.
(6) Nose Tie-Down -- DISCONNECT.
(7) Engine Oil Level -- CHECK. Do not operate with less than nine a
quarts. Fill to twelve quarts for extended flight. |
(8) Before first flight of the day and after each refueling, pull out
strainer drain knob for about four seconds to clear fuel strainer of
possible water and sediment. Check strainer drain closed. If water
is observed, the fuel system may contain additional water, and further
draining of the system at the strainer, fuel tank sumps, and fuel selec-
tor valve drain plug will be necessary. E
LEFT WING
(1) Main Wheel Tire -- CHECK for proper inflation.
(2) Before first flight of the day and after each refueling, use sampler
cup and drain small quantity of fuel from fuel tank sump quick-drain
valve to check for water, sediment, and proper fuel grade.
(3) Fuel Quantity -- CHECK VISUALLY for desired level.
(4) Fuel Filler Cap -- SECURE and vent unobstructed.
LEFT WING Leading Edge
(1) Pitot Tube Cover -- REMOVE and check opening for stoppage.
(2) Fuel Tank Vent Opening -- CHECK for stoppage.
(3) Stall Warning Vane -- CHECK for freedom of movement while
master switch is momentarily turned ON (horn should sound when vane
is pushed upward).
(4) Wing Tie-Down -- DISCONNECT, Ee
LEFT WING Trailing Edge
(1) Aileron -- CHECK for freedom of movement and security.
BEFORE STARTING ENGINE
(1) Preflight Inspection -- COMPLETE.
(2) Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK.
(8) Fuel Selector Valve -- BOTH.
E
4-6
(4) Radios, Autopilot, Electrical Equipment -- OFF.
(5) Brakes -- TEST and SET.
(6) Cowl Flaps -- OPEN (move lever out of locking hole to reposi-
tion).
(7) Circuit Breakers -- CHECK IN.
CESSNA SECTION 4
MODEL 182Q NORMAL PROCEDURES
STARTING ENGINE
a. (2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
Mixture -- RICH.
Propeller -- HIGH RPM.
Carburetor Heat -- COLD.
Throttle -- OPEN 1/2 INCH.
Prime -- AS REQUIRED.
Master Switch -- ON.
Propeller Area -- CLEAR,
Ignition Switch -~ START (release when engine starts).
NOTE
If engine has been overprimed, start with throttle 1/4 to
1/2 open. Reduce throttle to idle when engine fires.
Oil Pressure -- CHECK.
7 BÉFORE TAKEOFF
(1)
(2)
(3)
“ref” (4)
(9)
(6)
(7)
(8)
+ елены”
(9)
= (10)
(11)
Cabin Doors and Windows -- CLOSED and LOCKED.
Parking Brake -- SET.
Flight Controls -- FREE and CORRECT.
Flight Instruments -- SET.
Fuel Selector Valve -- BOTH.
Mixture -- RICH.
Elevator and Rudder Trim -- TAKEOFF.
Throttle -- 1700 RPM.
a. Magnetos -- CHECK (RPM drop should not exceed 150 RPM
on either magneto or 50 RPM differential between magnetos).
b. Propeller -- CYCLE from high to low RPM; return to high
RPM (full in).
с. Carburetor Heat -- CHECK for RPM drop.
d. Engine Instruments and Ammeter -- CHECK,
e, Suction Gage -- CHECK.
Radios -- SET.
Autopilot (if installed) -- OFF.
Flashing Beacon, Navigation Lights and/or Strobe Lights -- ON
as required.
(12)
Throttle Friction Lock -- ADJUST.
TAKEOFF
NORMAL TAKEOFF
(1)
Wing Flaps -- 0° - 20°.
4-7
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 182Q
(2) Carburetor Heat -- COLD,
(3) Power -- FULL THROTTLE and 2400 RPM.
(4) Elevator Control -- LIFT NOSE WHEEL at 50 KIAS.
(5) Climb Speed -- 70 KIAS (flaps 20°).
80 KIAS (flaps UP).
SHORT FIELD TAKEOFF
(1) Wing Flaps -- 20°.
(2) Carburetor Heat -- COLD. DT
(3) Brakes -- APPLY.
(4) Power -- FULL THROTTLE and 2400 RPM.
(5) Brakes -- RELEASE.
(6) Elevator Control -- MAINTAIN SLIGHTLY TAIL LOW ATTITUDE.
(7) Climb Speed -- 57 KIAS (until all obstacles are cleared).
(8) Wing Flaps -- RETRACT slowly after reaching 70 KIAS.
ENROUTE CLIMB
NORMAL CLIMB
(1) Airspeed -- 85-95 KIAS.
(2) Power -- 23 INCHES Hg and 2400 RPM.
(3) Fuel Selector Valve -- BOTH.
(4) Mixture -- FULL RICH (mixture may be leaned above 5000 feet). ...
(5) Cowl Flaps -- OPEN as required.
MAXIMUM PERFORMANCE CLIMB
- (1) Airspeed -- 78 KIAS at sea level to 72 KIAS at 10,000 feet.
(2) Power -- FULL THROTTLE and 2400 RPM.
(3) Fuel Selector Valve -- BOTH.
(4) Mixture -- FULL RICH (mixture may be leaned above 5000 feet). >
(5) Cowl Flaps -- FULL OPEN.
CRUISE
(1) Power -- 15-23 INCHES Hg, 2100-2400 RPM (no more than 75%
power).
(2) Elevator and Rudder Trim -- ADJUST.
(3) Mixture -- LEAN,
(4) Cowl Flaps -- CLOSED,
pe Midi
4-8
Sm
\
Sp
CESSNA SECTION 4
MODEL 182Q NORMAL PROCEDURES
DESCENT
(1) Power -- AS DESIRED.
(2) Carburetor Heat -- AS REQUIRED to prevent carburetor icing.
(3) Mixture -- ENRICHEN as required.
(4) Cowl Flaps -- CLOSED.
(5) Wing Flaps -- AS DESIRED (0° ~ 10° below 140 KIAS, 10° - 40°
below 95 KIAS).
BEFORE LANDING
(1) Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK.
(2) Fuel Selector Valve -- BOTH.
(3) Mixture -- RICH.
(4) Carburetor Heat -- ON (apply full heat before closing throttle).
(5) Propeller -- HIGH RPM.
(6) Autopilot (if installed) -- OFF.
LANDING
NORMAL LANDING
(1) Airspeed -- 70-80 KIAS (flaps UP).
(2) Wing Flaps -- AS DESIRED (0°- 10° below 140 KIAS, 10°- 40°
below 95 KIAS).
(3) Airspeed -- 60 - 70 KIAS (flaps DOWN).
(4) Trim -- ADJUST.
(5) Touchdown -- MAIN WHEELS FIRST.
(6) Landing Roll -- LOWER NOSE WHEEL GENTLY.
(7) Braking -- MINIMUM REQUIRED.
SHORT FIELD LANDING
(1) Airspeed -- 70-80 KIAS (flaps UP).
(2) Wing Flaps -- 40° (below 95 KIAS).
(3) Airspeed -- MAINTAIN 60 60 KIAS.
(4) Trim -- ADJUST.
(5) Power -- REDUCE to idle as obstacle is cleared.
(6) Touchdown -- MAIN WHEELS FIRST.
(7) Brakes -- APPLY HEAVILY.
(8) Wing Flaps -- RETRACT for maximum brake effectiveness.
4-9
SECTION 4
NORMAL PROCEDURES
BALKED LANDING
(1) Power -- FULL THROTTLE and 2400 RPM.
(2) Carburetor Heat -- COLD.
(3) Wing Flaps -- RETRACT to 20°.
(4) Climb Speed -- 55 KIAS.
(5) Wing Flaps -- RETRACT slowly after reaching 70 KIAS.
(6) Cowl Flaps -- OPEN.
AFTER LANDING
(1) Wing Flaps -- UP.
(2)
(3)
Carburetor Heat -- COLD.
Cowl Flaps -- OPEN.
SECURING AIRPLANE
Parking Brake -- SET.
Radios, Electrical Equipment, Autopilot -- OFF.
Throttle -- IDLE.
Mixture -- IDLE CUT-OFF (pulled full out).
Ignition Switch -- OFF.
Master Switch -- OFF.
Control Lock -- INSTALL.
Fuel Selector Valve -- RIGHT.
CESSNA
MODEL 182Q
ин
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CESSNA SECTION 4
MODEL 182Q NORMAL PROCEDURES
AMPLIFIED PROCEDURES
STARTING ENGINE
Ordinarily the engine starts easily with one or two strokes of the
primer in warm temperatures to six strokes in cold weather with the
throttle open approximately 1/2 inch. In extremely cold temperatures it
may be necessary to continue priming while cranking. Weak intermittent
firing followed by puffs of black smoke from the exhanst stack indicate
overpriming or flooding. Excess fuel can be cleared from the combustion
chambers by the following procedure: Set the mixture control full lean
and the throttle full open; then crank the engine through several revolutions
with the starter. Repeat the starting procedure without any additional
priming,
If the engine is underprimed (most likely in cold weather with a cold
engine) it will not fire at all. Additional priming will be necessary for the
next starting attempt. As soon as the cylinders begin to fire, open the
throttle slightly to keep it running.
If prolonged cranking is necessary, allow the starter motor to cool at
frequent intervals, since excessive heat may damage the armature.
After starting, if the oil gage does not begin to show pressure within
30 seconds in the summertime and about twice that long in very cold
weather, stop engine and investigate. Lack of oil pressure can cause
serious engine damage. After starting, avoid the use of carburetor heat
unless icing conditions prevail.
NOTE
Additional details concerning cold weather starting and
operation may be found under COLD WEATHER OPERA -
TION paragraphs in this section.
TAXIING
When taxiing, it is important that speed and use of brakes be held to
a minimum and that all controls be utilized (see Taxiing Diagram, figure
— 4-2) to maintain directional control and balance.
The carburetor heat control knob should be pushed full in during all
ground operations unless heat is absolutely necessary for smooth engine
4-11
CESSNA
MODEL 182Q
NORMAL PROCEDURES
SECTION 4
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Avoid sudden bursts of the throttie and sharp
braking when the airplane is in this attitude.
Use the steerable nose wheel and rudder to
Strong quartering tail winds require caution.
maintain direction.
Figure 4-2. Taxiing Diagram
WIND DIRECTION »
4-12
CESSNA SECTION 4
MODEL 182Q NORMAL PROCEDURES
operation. When the knob is pulled out to the heat position, air entering
the engine is not filtered.
Taxiing over loose gravel or cinders should be done at low engine
speed to avoid abrasion and stone damage to the propeller tips.
BEFORE TAKEOFF
WARM-UP
Since the engine is closely cowled for efficient in-flight cooling, pre-
cautions should be taken to avoid overheating on the ground. Full throttle
checks on the ground are not recommended unless the pilot has good reason
to suspect that the engine is not turning up properly.
MAGNETO CHECK
The magneto check should be made at 1700 RPM as follows. Move ig-
nition switch first to R position, and note RPM. Next move switch back
to BOTH to clear the other set of plugs. Then move switch to L position,
note RPM and return the switch to the BOTH position. RPM drop should
not exceed 150 RPM on either magneto or show greater than 50 RPM dif-
ferential between magnetos. If there is a doubt concerning operation of
the ignition system, RPM checks at higher engine speed will usually con-
firm whether a deficiency exists.
An absence of RPM drop may be an indication of faulty grounding of
one side of the ignition system or should be cause for suspicion that the
magneto timing is set in advance of the setting specified.
ALTERNATOR CHECK
Prior to flight where verification of proper alternator and voltage
regulator operation is essential (such as night or instrument flights), a
positive verification can be made by loading the electrical system momen-
tarily (3 to 5 seconds) with the landing light during the engine runup {1700
RPM). The ammeter will remain within a needle width of the initial read-
ing if the alternator and voltage regulator are operating properly.
TAKEOFF
POWER CHECK
It is important to check full-throttle engine operation early in the
4-13
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 182Q
takeoff run. Any sign of rough engine operation or sluggish engine accel-
eration is good cause for discontinuing the takeoff. a
Full-throttle runups over loose gravel are especially harmful to pro-
peller tips. When takeoffs must be made over a gravel surface, it is very
important that the throttle be advanced slowly. This allows the airplane to
start rolling before high RPM is developed, and the gravel will be blown
back of the propeller rather than pulled into it. When unavoidable small
dents appear in the propeller blades they should be corrected immediately |
as described in Section 8 under Propeller Care. ^
After full throttle is applied, adjust the throttle friction lock clock-
wise to prevent the throttle from creeping back from a maximum power
position. Similar friction lock adjustment should be made as required in
other flight conditions to maintain a fixed throttle setting.
Pe .. .
WING FLAP SETTINGS
Normal takeoffs are accomplished with wing flaps 0° to 20°, Using
20° wing flaps reduces the ground run and total distance over an obstacle
by approximately 20 per cent. Flap deflections greater than 20° are not =
approved for takeoff,
H 20° wing flaps are used for takeoff, they should be left down until
all obstacles are cleared and a safe flap retraction speed of 70 KIAS is
reached. To clear an obstacle with wing flaps 20°, an obstacle clearance
speed of 57 KIAS should be used.
Soft field takeoffs are performed with 20° flaps by lifting the airplane
off the ground as soon as practical in a slightly tail-low attitude. If no
obstacles are ahead, the airplane should be leveled off immediately to
accelerate to a safer climb speed.
With wing flaps retracted and no obstructions ahead, a climb-out
speed of 80 KIAS would be most efficient.
CROSSWIND TAKEOFF
Takeoffs into strong crosswinds normally are performed with the
minimum flap setting necessary for the field length, to minimize the drift
angle immediately after takeoff, The airplane is accelerated to a speed
slightly higher than normal, then pulled off abruptly to prevent possible
settling back to the runway while drifting. When clear of the ground,
make a coordinated turn into the wind to correct for drift.
4-14
эт”
ag
ew
CESSNA SECTION 4
MODEL 182Q NORMAL PROCEDURES
ENROUTE CLIMB
Normal climbs are performed at 85-95 KIAS with flaps up, 23 In.
Hg. or full throttle (whichever is greater) and 2400 RPM for the best
combination of engine cooling, rate of climb and forward visibility. If
it is necessary to climb rapidly to clear mountains or reach favorable
winds at high altitudes, the best rate-of-climb speed should be used
with maximum power. This speed is 78 KIAS at sea level, decreasing
to 72 KIAS at 10,000 feet.
If an obstruction ahead requires a steep climb angle, a best angle-
of-climb speed should be used with flaps up and maximum power.
This speed is 54 KIAS at sea level, increasing to 62 KIAS at 10,000 feet.
The mixture should be full rich during climb at altitudes up to 5000
feet. Above 5000 feet, the mixture may be leaned for smooth engine
operation and increased power.
CRUISE
Normal cruising is performed between 55% and 75% power. The cor-
responding power settings and fuel consumption for various altitudes can
be determined by using your Cessna Power Computer or the Data in Sec-
tion 5.
NOTE
Cruising should be done at 75% power as much as practi-
cal until a total of 50 hours has accumulated or oil con-
sumption has stabilized. This is to ensure proper seating
of the rings and is applicable to new engines, and engines
in service following cylinder replacement or top overhaul
of one or more cylinders,
The Cruise Performance Table, figure 4-3, illustrates the true air-
speed and nautical miles per gallon during cruise for various altitudes
and percent powers. This table should be used as a guide, along with the
available winds aloft information, to determine the most favorable altitude
and power setting for a given trip. The selection of cruise altitude on the
basis of the most favorable wind conditions and the use of low power set-
tings are significant factors that should be considered on every trip to re-
duce fuel consumption.
4-15
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182Q
For reduced noise levels, it is desirable to select the lowest RPM in
the green arc range for a given percent power that will provide smooth „еж
engine operation. The cowl flaps should be opened, if necessary, to main-
tain the cylinder head temperature at approximately two-thirds of the nor- -
mal operating range (green arc).
Cruise performance data in this handbook and on the power computer
is based on a recommended lean mixture setting which may be established
as follows: ro
(1) Lean the mixture until the engine becomes rough.
(2) Enrichen the mixture to obtain smooth engine operation; then
further enrichen an equal amount.
For best fuel economy at 65% power or less, the engine may be
operated at the leanest mixture that results in smooth engine
‘operation. This will result in approximately 5% greater range than
shown in this handbook accompanied by approximately 3 knots
decrease in speed.
Any change in altitude, power or carburetor heat will require a change „==.
in the recommended lean mixture setting and a recheck of the EGT setting
(if installed).
Carburetor ice, as evidenced by an unexplained drop in manifold pres-
sure, can be removed by application of full carburetor heat. Upon regain-
ing the original manifold pressure indication (with heat off), use the mini-
mum amount of heat (by trial and error) to prevent ice from forming.
Since heated air causes a richer mixture, readjust the mixture setting
when carburetor heat is used continuously in cruising flight.
75% POWER 65% POWER 55% POWER
ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG
4000 Feet 139 10.8 131 11.8 121 12.8
6000 Feet 141 11.0 133 12.0 123 13.0
8000 Feet 144 11.2 135 12.2 125 13.2
10,000 Feet --- --- 138 12.4 127 13.4 o
Standard Conditions Zero Wind
Figure 4-3, Cruise Performance Table
—
me”
rn
—
CESSNA SECTION 4
MODEL 182Q NORMAL PROCEDURES
The use of full carburetor heat is recommended during flight in very
heavy rain to avoid the possibility of engine stoppage due to excessive
water ingestion. The mixture setting should be readjusted for smoothest
operation,
LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR (EGT)
Exhaust gas temperature (EGT) as shown on the optional Cessna Econ-
omy Mixture Indicator may be used as an aid for mixture leaning in cruis-
ing flight at 75% power or less. To adjust the mixture, using this indica-
tor, lean to establish the peak EGT as a reference point and then enrichen
the mixture by a desired increment based on figures in the table below.
Continuous operation at peak EGT is authorized only at 65% power
or less. This best economy mixture setting results in approximately
5% greater range than shown in this handbook accompanied by
approximately 3 knots decrease in speed.
NOTE
Operation on the lean side of peak EGT is not approved.
When leaning the mixture under some conditions, engine roughness
may occur before peak EGT is reached. In this case, use the EGT cor-
responding to the onset of roughness as the reference point instead of peak
EGT.
MIXTURE EXHAUST GAS
DESCRIPTION TEMPERATURE
RECOMMENDED LEAN
(Pilots Operating Handbook 509F Rich of Peak ЕСТ
and Power Computer)
— BEST ECONOMY
(65% Power or Less) Peak EGT
Figure 4-4, EGT Table
STALLS
The stall characteristics are conventional and aural warning is pro-
vided by a stail warning horn which sounds between 5 and 10 knots above
the stall in all configurations.
4-17
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 182Q
Power-off stall speeds at maximum weight for both forward and aft
c.g. positions are presented in Section 5. i
LANDING
NORMAL LANDING
Landings should be made on the main wheels first to reduce the land- и
ing speed and the subsequent need for braking in the landing roll. The
nose wheel is lowered gently to the runway after the speed has diminished
to avoid unnecessary nose gear load. This procedure is especially im-
portant in rough field landings.
SHORT FIELD LANDING
E
For a short field landing, make a power-off approach at 60 KIAS
with 40° flaps and land on the main wheels first. Immediately after
touchdown, lower the nose gear to the ground and apply heavy braking
as required. For maximum brake effectiveness after all three wheels
are on the ground, retract the flaps, hold full nose up elevator and o
apply maximum possible brake pressure without sliding the tires.
CROSSWIND LANDING
When landing in a strong crosswind, use the minimum flap setting re- _
quired for the field length. Although the crab or combination method of
drift correction may be used, the wing-low method gives the best control.
After touchdown, hold a straight course with the steerable nose wheel and
occasional braking if necessary.
BALKED LANDING
In a balked landing (go-around) climb, the wing flap setting should be a
reduced to 20° immediately after full power is applied. After all obstacles
are cleared and a safe altitude and airspeed are obtained, the wing flaps
should be retracted.
COLD WEATHER OPERATION an
STARTING
Prior to starting on a cold morning, it is advisable to pull the propel-
4-18
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pr
CESSNA SECTION 4
MODEL 182Q NORMAL PROCEDURES
ler through several times by hand to "break loose’ or "limber" the oil,
‘thus conserving battery energy.
NOTE
When pulling the propeller through by hand, treat it as if
the ignition switch is turned on. A loose or broken ground
wire on either magneto could cause the engine to fire.
In extremely cold (-18°C and lower) weather, the use of an external pre-
heater and an external power source are recommended whenever possible
to obtain positive starting and to reduce wear and abuse to the engine and
the electrical system. Pre-heat will thaw the oil trapped in the oil cooler,
which probably will be congealed prior to starting in extremely cold tem-
peratures. When using an external power source, the position of the mas-
ter switch is important. Refer to Section 7, paragraph Ground Service
Plug Receptacle, for operating details.
Cold weather starting procedures are as follows:
With Prehe at: :
(1) With ignition switch turned off, mixture full rich and throttle open
1/2 inch, prime the engine four to eight strokes as the propeller is
being turned over by hand.
NOTE
Use heavy strokes of the primer for best atomization of
fuel. After priming, push primer all the way in and turn
to the locked position to avoid the possibility of the engine
drawing fuel through the primer.
(2) Propeller -- CLEAR.
(3) Master Switch -- ON.
(4) Ignition Switch -- START (release to BOTH when engine starts).
(5) Pull carburetor heat on after engine has started, and leave on
until the engine is running smoothly.
Without Preheat:
(1) Prime the engine six to eight strokes while the propeller is being
turned by hand with mixture full rich and throttle open 1/2 inch,
Leave the primer charged and ready for stroke.
(2) Propeller -- CLEAR.
(3) Master Switeh -- ON.
4-19
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 182Q
(4) Ignition Switch -- START.
' (5) Pump throttle rapidly to full open twice. Return to 1/2 inch open
position.
(6) Release ignition switch to BOTH when engine starts.
(7) Continue to prime the engine until it is running smoothly, or al-
ternately, pump the throttle rapidly over the first 1/4 of total travel.
(8) Oil Pressure -- CHECK.
(9) Pull carburetor heat on after engine has started. Leave on until
the engine is running smoothly. |
(10) Primer -- LOCK.
NOTE
If the engine does not start during the first few attempts,
or if engine firing diminishes in strength, it is probable
that the spark plugs have been frosted over. Preheat
must be used before another start is attempted.
[CAUTION]
Pumping the throttle may cause raw fuel to accumulate in
the intake air duct, creating a fire hazard in the event of
a backfire. I this occurs, maintain a cranking action to
suck the flames into the engine. An outside attendant with
a fire extinguisher is advised for cold starts without pre-
heat.
OPERATION
During cold weather operations, no indication will be apparent on the
oil temperature gage prior to takeoff if outside air temperatures are very
cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), ac-
celerate the engine several times to higher engine RPM. If the engine ac-
celerates smoothly and the oil pressure remains normal and steady, the
airplane is ready for takeoff.
Rough engine operation in cold weather can be caused by a combina-
tion of an inherently leaner mixture due to the dense air and poor vapori-
zation and distribution of the fuel-air mixture to the cylinders. The ef-
fects of these conditions are especially noticeable during operation on one
magneto in ground checks where only one spark plug fires in each cylinder.
For optimum operation of the engine in cold weather, the appropriate
use of carburetor heat is recommended. The following procedures are
indicated as a guideline:
(1) Use carburetor heat during engine warm-up and ground check.
4-20
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“—
—
CESSNA SECTION 4
MODEL 182Q NORMAL PROCEDURES
Full carburetor heat may be required for temperatures below -12°C
whereas partial heat could be used in temperatures between -12°C
and 4°C.
(2) Use the minimum carburetor heat required for smooth operation
in take-off, climb, and cruise.
NOTE
Care should be exercised when using partial carburetor
heat to avoid icing. Partial heat may raise the carbure-
tor air temperature to 0° to 21° C range where icing is
critical under certain atmospheric conditions.
(3) If the airplane is equipped with a carburetor air temperature gage,
it can be used as a reference in maintaining carburetor air tempera-
ture at or slightly above the top of the yellow arc by application of car-
buretor heat.
HOT WEATHER OPERATION
The general warm temperature starting information in this section is
appropriate. Avoid prolonged engine operation on the ground.
= NOISE ABATEMENT
Increased emphasis on improving the quality of our environment re-
quires renewed effort on the part of all pilots to minimize the effect of
airplane noise on the public.
We, as pilots, can demonstrate our concern for environmental im-
w= provement, by application of the following suggested procedures, and
thereby tend to build public support for aviation:
(1) Pilots operating aircraft under VFR over outdoor assemblies of
persons, recreational and park areas, and other noise-sensitive areas
should make every effort to fly not less than 2000 feet above the sur-
face, weather permitting, even though flight at a lower level may be
consistent with the provisions of government regulations.
(2) During departure from or approach to an airport, climb after
takeoff and descent for landing should be made so as to avoid pro-
longed flight at low altitude near noise-sensitive areas.
4-21
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 182Q
NOTE
The above recommended procedures do not apply where
they would conflict with Air Traffic Control clearances
or instructions, or where, in the pilot's judgment, an
altitude of less than 2000 feet is necessary for him to
adequately exercise his duty to see and avoid other air-
craft.
An
The certificated noise level for the Model 182Q at 2950 pounds maxi-
mum weight is 69.1 dB(A). No determination has been made by the
Federal Aviation Administration that the noise levels of this airplane
are or should be acceptable or unacceptable for operation at, into, or
out of, any airport.
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CESSNA SECTION 5
MODEL 182Q PERFORMANCE
SECTION 5
PERFORMANCE
TABLE OF CONTENTS
Introduction . . .
Use of Performance Charts .
Sample Problem .
Takeoff .
Cruise ..
Fuel Required . .
Landing . , .
Figure 5-1, Airspeed Calibration - Normal Static Source
Airspeed Calibration - Alternate Static Source .
Figure 5-2, Temperature Conversion Chart .
Figure 5-3, Stall Speeds . .
Figure 5-4, Takeoff Distance - 2950 Lbs ..
Takeoff Distance - 2700 Lbs and 2400 Lbs . .
Figure 5-5, Rate of Climb - Maximum . .
Figure 5-6, Time, Fuel, and Distance to Climb - Maximum
Rate of Climb
Time, Fuel, and Distance to Climb - Normal Climb.
Figure 5-7, Cruise Performance - 2000 Feet .
Cruise Performance - 4000 Feet .
Cruise Performance - 6000 Feet .
Cruise Performance - 8000 Feet .
Cruise Performance - 10,000 Feet .
Cruise Performance - 12,000 Feet .
Figure 5-8, Range Profile - 56 Gallons Fuel
Range Profile - 75 Gallons Fuel . -
Figure 5-9, Endurance Profile - 56 Gallons Fuel
Endurance Profile - 75 Gallons Fuel
Figure 5-10, Landing Distance .
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5-11
5-12
5-13
5-14
9-15
5-16
9-17
5-18
5-19
5-20
5-21
5-22
5-23
0-24
5-25
b-26
5-27
5-1/(5-2 blank)
ET à.
mm
“re
CESSNA SECTION 5
MODEL 182Q PERFORMANCE
INTRODUCTION
Performance data charts on the following pages are presented so
that you may know what to expect from the airplane under various
conditions, and also, to facilitate the planning of flights in detail and
with reasonable accuracy. The data in the charts has been computed
from actual flight tests with the airplane and engine in good condition
and using average piloting techniques.
It should be noted that the performance information presented in
the range and endurance profile charts allows for 45 minutes reserve
fuel based on 45% power. Fuel flow data for cruise is based on the
recommended lean mixture setting. Some indeterminate variables
such as mixture leaning technique, fuel metering characteristics,
engine and propeller condition, and air turbulence may account for
variations of 10% or more in range and endurance. Therefore, it is
important to utilize all available information to estimate the fuel
required for the particular flight.
USE OF PERFORMANCE CHARTS
Performance data is presented in tabular or graphical form to
illustrate the effect of different variables. Sufficiently detailed
information is provided in the tables so that conservative values can be
selected and used to determine the particular performance figure with
reasonable accuracy.
SAMPLE PROBLEM
The following sample flight problem utilizes information from the
various charts to determine the predicted performance data for a
typical flight. The following information is known:
AIRPLANE CONFIGURATION
Takeoff weight 2850 Pounds
Usable fuel 75 Gallons
TAKEOFF CONDITIONS
Field pressure altitude 1500 Feet
Temperature 28°C (16°C above standard)
Wind component along runway 12 Knot Headwind
Field length - 3500 Feet
5-3
SECTION 5 CESSNA
PERFORMANCE MODEL 182Q
CRUISE CONDITIONS
Total distance 720 Nautical Miles
Pressure altitude 7900 Feet
Temperature 16°C (16°C above standard)
Expected wind enroute 10 Knot Headwind
LANDING CONDITIONS
Field pressure altitude 2000 Feet
Temperature 25°C
Field length 3000 Feet
TAKEOFF
The takeoff distance chart, figure 5-4, should be consulted, keeping
in mind that the distances shown are based on the short field
technique. Conservative distances can be established by reading the
chart at the next higher value of weight, altitude and temperature. For
example, in this particular sample problem, the takeoff distance
information presented for a weight of 2950 pounds, pressure altitude of
2000 feet and a temperature of 30°C should be used and results in the
following:
Ground roll 930 Feet
Total distance to clear a 50-foot obstacle 1800 Feet
These distances are well within the available takeoff field length.
However. a correction for the effect of wind may be made based on Note
3 of the takeoff chart. The correction for a 12 knot headwind is:
12 Knots
9 Knots * 10% -13% Decrease
This results in the following distances, corrected for wind:
Ground roll, zero wind 930
Decrease in ground roll
(930 feet *13%) 121
Corrected ground roll 809 Feet
Total distance to clear a
50-foot obstacle, zero wind 1800
Decrease in total distance
(1800 feet x 13%) 234
Corrected total distance
to clear a 50-foot obstacle 1566 Feet
5-4
CESSNA SECTION 5
MODEL 182Q PERFORMANCE
CRUISE
The cruising altitude should be selected based on a consideration of
trip length, winds aloft, and the airplane’s performance. À cruising
altitude and the expected wind enroute have been given for this sample
problem. However, the power setting selection for cruise must be
determined based on several considerations. These include the cruise
performance characteristics presented in figure 5-7, the range profile
chart presented in figure 5-8, and the endurance profile chart presented
in figure 5-9.
The relationship between power and range is illustrated by the
range profile chart. Considerable fuel savings and longer range result
when lower power settings are used.
The range profile chart indicates that use of 65% power at 7500 feet
yields a predicted range of 795 nautical miles with no wind. The
endurance profile chart shows a corresponding 5.9 hours. Using this
information, the estimated distance can be determined for the expected
10 knot headwind at 7500 feet as follows:
Range, zero wind 795
Decrease in range due to wind
(5.9 hours x 10 knot headwind) 59
Corrected range 736 Nautical Miles
+
This indicates that the trip can be made without a fuel stop using
approximately 65% power.
~The cruise performance chart for 8,000 feet pressure altitude is en-
tered using 20° C above standard temperature. These values most
nearly correspond to the planned altitude and expected temperature
conditions. The power setting chosen is 2200 RPM and 21 inches of
manifold pressure, which results in the following:
Power 65%
True airspeed 137 Knots
Cruise fuel flow 11.0 GPH
The power computer may be used to determine power and fuel
consumption more accurately during the flight.
FUEL REQUIRED
The total fuel requirement for the flight may be estimated using the
performance information in figures 5-6 and 5-7. For this sample
problem, figure 5-6 shows that a normal climb from 2000 feet to 8000
5-5
SECTION 5 CESSNA
PERFORMANCE MODEL 182Q
feet requires 2.8 gallons of fuel. The corresponding distance during the
climb is 15 nautical miles. These values are for a standard tempera-
ture and are sufficiently accurate for most flight planning purposes.
However, a further correction for the effect of temperature may be
made as noted on the climb chart. The approximate effect of a non-
standard temperature is to increase the time, fuel, and distance by 10%
for each 10°C above standard temperature, due to the lower rate of
climb. In this case, assuming a temperature 16°C above standard, the
correction would be:
16°C
10°C
x 10% = 16% Increase
With this factor included, the fuel estimate would be calculated as
follows:
Fuel to climb, standard temperature 2.8
Increase due to non-standard temperature
(2.8 x16%) 0.4
Corrected fuel to climb 3.2 Gallons
Using a similar procedure for the distance during climb results in" 17
nautical miles.
The resultant cruise distance is:
Total distance 720
Climb distance -17
Cruise distance 703 Nautical Miles
With an expected 10 knot headwind, the ground speed for cruise is
predicted to be:
137
-10
127 Knots
Therefore, the time required for the cruise portion of the trip is:
703 Nautical Miles
127 Knots 55 Hours
The fuel required for cruise is:
5.5 hours x 11.0 gallons/hour = 60.5 Gallons
5-6
Ÿ
N
* =”
—
“лены”
CESSNA SECTION 5
MODEL 182Q PERFORMANCE
The total estimated fuel required is as follows:
Engine start, taxi, and takeoff 1.7
Climb 3.2
Cruise 60.5
Total fuel required 65.4 Gallons
This will leave a fuel reserve of:
75.0
65.4
96 Gallons
Once the flight is underway, ground speed checks will provide a
more accurate basis for estimating the time enroute and the corres-
ponding fuel required to complete the trip with ample reserve.
LANDING
A procedure similar to takeoff should be used for estimating the
landing distance at the destination airport. Figure 5-10 presents
landing distance information for the short field technique. The
distances corresponding to 2000 feet pressure altitude and a tempera-
ture of 30°C are as follows:
Ground roll 670 Feet
Total distance to clear a 50-foot obstacle 1480 Feet
À correction for the effect of wind may be made based on Note 2 of the
landing chart using the same procedure as outlined for takeoff.
9-7
SECTION 5 CESSNA
PERFORMANCE MODEL 182Q
AIRSPEED CALIBRATION
NORMAL STATIC SOURCE
FLAPS UP
KIAS 50 60 70 80 90 100 110 120 130 140 150 160 ---
KCAS 60 64 71 80 89 99 108 117 127 136 145 155 ---
FLAPS 20°
KIAS 40 50 60 70 80 90 95 --- --- === == =>
KCAS 52 57 64 72 81 90 95 --- --- --- --- ---< ---
FLAPS 409
KIAS 40 50 60 70 80 90 95 --- --- mo ==. es
KCAS 51 56 63 72 81 91 95 --- --- --- ==. e...
Figure 5-1. Airspeed Calibration (Sheet 1 of 2)
5-8
rh,
a
CESSNA SECTION 5
MODEL 182Q PERFORMANCE
AIRSPEED CALIBRATION
ALTERNATE STATIC SOURCE
HEATER/VENTS AND WINDOWS CLOSED
FLAPS UP
NORMAL KIAS 60 70 80 90 100 110 120 130 140 150 160
ALTERNATE KIAS | 59 70 80 91 102 112 122 133 143 155 163
FLAPS 20°
NORMAL KIAS 50 60 70 80 90 95 --- --- == o-oo ===
ALTERNATE KIAS + 51 62 72 82 92 + y --2 nn -
FLAPS 409
NORMAL KIAS 40 50 60 70 80 90 OF --- 212 221 2-0
ALTERNATE KIAS| 43 51 60 71 81 90 95 --- ==. ==. --a
HEATER/VENTS OPEN AND WINDOWS CLOSED
FLAPS UP
NORMAL KIAS 60 70 80 90 100 110 120 130 140 150 160
ALTERNATE KIAS| 60 70 80 90 100 110 120 130 140 150 160
FLAPS 20°
NORMAL KIAS 50 60 70 80 90 OF e. 22 mmm mmm aa
ALTERNATE KIAS | 50 60 70 79 89 93 --- --- ==. --- ===
FLAPS 409
NORMAL KIAS 40 50 60 70 80 90 OF ne. == me. - 3 -
ALTERNATE KIAS | 41 49 59 68 78 87 92 --- ==. e - 0
Figure 5-1. Airspeed Calibration (Sheet 2 of 2)
5-9
SECTION 5 CESSNA
PERFORMANCE MODEL 182Q
9-10
DEGREES - FAHRENHEIT
TEMPERATURE CONVERSION CHART
120
100
80
60
40
20
-40
-40 -20 0 20 40 60
DEGREES - CELSIUS
Figure 5-2. Temperature Conversion Chart
A
——
“eme”
CESSNA
MODEL 182Q
CONDITIONS:
Power Off
NOTES:
STALL SPEEDS
SECTION 5
PERFORMANCE
1. Maximum altitude loss during a stall recovery may be as much as 160 feet.
2. KIAS values are approximate.
MOST REARWARD CENTER OF GRAVITY
ANGLE OF BANK
WEIGHT FLAP о 5 о
LBS | DEFLECTION 0 30 45 _ 6
KIAS | KCAS | KIAS | KCAS | KIAS | KCAS | KIAS |KCAS
UP 41 56 44 60 49 67 58 79
2950 209 38 51 41 55 45 61 54 72
40° 38 | 50 | a1 54 45 | 59 | 54 | 71
MOST FORWARD CENTER OF GRAVITY
ANGLE OF BANK
WEIGHT FLAP o o o
LBS | DEFLECTION 0 30° 45 60
KIAS | KCAS | KIAS | KCAS | KIAS | KCAS | KIAS |KCAS
UP 48 | 59 52 | 63 57 | 70 | es | 83
2950 209 47 55 51 59 56 65 66 78
409 45 | 54 48 | 58 54 | 64 | 64 | 78
Figure 5-3. Stali Speeds
5-11
(A
CONDITIONS:
Flaps 209
TAKEOFF DISTANCE
MAXIMUM WEIGHT 2950 LBS
| SHORT FIELD
2400 RPM and Full Throttle Prior to Brake Release
Cowl Flaps Open
Paved, Level, Dry Runway
Zero Wind
NOTES:
1. Short field technique as specified in Section 4.
2. Prior to takeoff from fields above 5000 feet elevation, the mixture should be leaned to give maximum power in a full throttle,
static runup.
3. Decrease distances 10% for each 9 knots headwind, For operation with tailwinds up to 10 knots, increase distances by 10%
for each 2 knots.
4, Where distance value has been deleted, climb performance after lift-off is less than 150 fpm at takeoff speed.
5. For operation on a dry, grass runway, increase distances by 15% of the “ground roll” figure.
TAKEOFF go o о o oc
SPEED |PRESS С 10°С 207C 30“C 40
Wel SHT KIAS A Ly TOTAL TOTAL TOTAL TOTAL TOTAL
LIFTI AT GAND [TO CLEARIGRNDITO CLEARIGRND|ITO CLEAR{GRND|TO CLEAR|GRND|TO CLEAR
OFF{50 FT ROLL |50 FT OBS | ROLLI5SO FT OBS| ROLL|50 FT OBS| ROLL|50 FT OBS| ROLL|50 FT OBS
2950 49 57 S.L. | 635 1220 680 1305 730 1395 780 1490 835 1590
1000 | 690 1335 745 1430 795 1530 850 1635 910 1745
2000 | 765 1465 810 1565 870 1680 930 1800 995 1925
3000 | 825 1605 890 1725 950 1850 1020 1985 1090 2130
4000 y 905 1770 970 1905 1045 2050 1120 2205 1195 2370
5000 | 995 1965 1065 2115 1145 2280 1230 2460 1315 2655
6000 | 1090 2185 1175 2360 1260 2555 1350 2765 1450 3005
7000 | 1200 2450 1290 2655 1390 2885 1490 3145 --- ---
8000 | 1325 2765 1425 3015 1530 3300 --- --- --- ---
Figure 5-4, Takeoff Distance (Sheet 1 of 2)
) ) ) ) ) ) )
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0281 TACION
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61-5
{ { ( | ( |
TAKEOFF DISTANCE
2700 LBS AND 2400 LBS
SHORT FIELD
REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES.
TAKEOFF 0°C 10°C 20°C 30°C 40°C
SPEED [PRESS
WEIGHT KIAS
LES ALT TOTAL TOTAL TOTAL TOTAL TOTAL
LIFT[ AT | FT |GRND|TO CLEAR|GRND|TO CLEARIGRND|TO CLEAR|GRND|TO CLEAR|GRND|TO CLEAR
OFF |50 ET ROLL |50 FT OBS | ROLL 150 FT OBS | ROLL |50 FT OBS | ROLL [50 FT OBS |ROLL [50 FT OBS
2700 | 47 | 55 | S.L.| 520 | 1000 555 | 1065 595 | 1135 635 | 1210 680 | 1285
1000 | 565 | 1085 605 | 1160 | 650 | 1235 695 | 1320 740 | 1405
2000 | 615 | 1185 660 | 1265 | 710 | 1355 760 | 1445 810 | 1540
3000 | 675 | 1295 725 | 1385 | 775 | 1485 830 | 1585 885 | 1695
4000 | 735 | 1425 790 | 1525 | 850 | 1630 910 | 1745 970 | 1870
5000 | 805 | 1565 865 | 1680 | 930 | 1800 995 | 1930 | 1065 | 2075
6000 | 885 | 1730 950 | 1860 | 1020 | 1995 | 1095 | 2150 | 1170 | 2310
7000 | 970 | 1920 | 1045 | 2065 | 1120 | 2225 | 1205 | 2400 | 1290 | 2595
8000 | 1070 | 2140 | 1150} 2310 |1235 | 2500 | 1325 | 2705 | 1420 | 2935
2400 | 44 | 52 | S.L. | 395 775 | 425 825 455 875 485 930 520 990
1000 | 430 840- | 465 895 495 950 530 | 1010 565 | 1075
2000 | 470 915 505 975 540 | 1035 575 | 1105 615 { 1175
3000 | 515 995 550 | 1060 | 590 | 1130 630 | 1205 675 | 1285
4000 | 560 | 1085 600 | 1160 | 645 | 1235 690 | 1320 735 | 1405
5000 | 615 | 1185 655 | 1270 705 | 1355 755 | 1445 805 | 1545
6000 | 670 | 1300 720 | 1395 770 | 1490 825 | 1595 885 | 1705
7000 | 735 | 1435 790 | 1535 | 845 | 1645 905 | 1765 970 | 1890
8000 | 810 | 1585 870 | 1700 | 930 | 1825 | 1000| 1960 |1070 | 2105
Figure 5-4. Takeoff Distance {Sheet 2 of 2)
Oc8T "INCON
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SECTION 5 CESSNA
PERFORMANCE MODEL 182Q
RATE OF CLIMB
MAXIMUM
CONDITIONS:
Flaps Up
2400 RPM
Full Throttle
Cowl Flaps Open
NOTE:
Mixture leaned above 5000 feet for smooth engine operation and increased power.
El
WEIGHT PRESS CLIMB RATE OF CLIMB - FPM
LBS ~~
FT KIAS -20°C 0°C 20°C 40%
2950 S.L. 78 1155 1070 990 910
2000 76 1020 945 865 790
4000 75 890 815 740 670
6000 74 760 690 620 550 pen
8000 73 — 635 565 500 430
10,000 72 510 440 375 -- -
12,000 71 385 320 255 ---
Figure 5-5. Rate of Climb
E
a
CESSNA
MODEL 182Q
SECTION 5
PERFORMANCE
TIME, FUEL, AND DISTANCE TO CLIMB
CONDITIONS:
Flaps Up
2400 RPM
Full Throttle
Cowl Flaps Open
Standard Temperature
[MAXIMUM RATE OF CLIMB]
NOTES:
1. Add 1.7 gallons of fuel for engine start, taxi and takeoff allowance.
2. Mixture leaned above 5000 feet for smooth engine operation and increased power.
3. Increase time, fuel and distance by 10% for each 10°C above standard temperature.
4. Distances shown are based on zero wind.
PRESSURE CLIMB | RATE OF FROM SEA LEVEL
WEIGHT ALTITUDE TEMP SPEED | CLIMB
LBS FT °c KIAS FPM TIME |FUEL USED | DISTANCE
MIN | GALLONS NM
2950 S.L. 15 78 1010 О 0 0
1000 13 77 955 1 0.3 1
2000 11 76 900 2 0.7 3
3000 9 76 845 3 1.1 4
4000 7 75 790 5 1.5 6
5000 5 75 735 6 1.9 8
6000 3 74 680 7 2.3 10
7000 1 74 625 9 2.8 12
8000 - 1 73 570 11 3.2 14
9000 -3 72 515 12 3.8 17
10,000 -5 72 460 15 4.3 20
11,000 -7 71 405 17 4.9 23
12,000 -9 71 350 20 5.6 27
Figure 5-6. Time, Fuel, and Distance to Climb (Sheet 1 of 2)
5-15
SECTION 5
PERFORMANCE
CESSNA
MODEL 182Q
TIME, FUEL, AND DISTANCE TO CLIMB
[NORMAL CLIMB - 90 KIAS|
CONDITIONS:
Flaps Up
2400 RPM
23 Inches Hg or Full Throttle
Cowl Flaps Open
Standard Temperature
NOTES:
1. Add 1.7 gallons of fuel for engine start, taxi and takeoff allowance.
2. Mixture leaned above 5000 feet for smooth engine operation and increased power.
3. Increase time, fuel and distance by 10% for each 10°C above standard temperature.
4. Distances shown are based on zero wind.
FROM SEA LEVEL
weich | AUTnuDe | теме | "ale"
FT FPM TIME | FUEL USED | DISTANCE
MIN | GALLONS NM
2950 S.L. 15 670 0 0 o
1000 13 670 1 0.4 2
2000 11 670 3 0.8 5
3000 9 670 4 1.2 7
4000 7 670 6 1.7 9
5000 5 670 7 2.1 12
6000 3 640 9 2.6 14
7000 1 575 11 3.0 17
8000 -1 510 13 3.6 20
8000 -3 450 15 4.2 24
10,000 -5 385 17 4.8 28
11,000 -7 320 20 5.6 33
12,000 -9 260 24 6.5 39
Figure 5-6. Time, Fuel, and Distance to Climb (Sheet 2 of 2)
5-16
gab
CESSNA SECTION 5
MODEL 182Q PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE 2000 FEET
CONDITIONS: Ya NOTE
2950 Pounds For best fuel economy at 65% power or less, operate at
Recommended Lean Mixture
Cowl Flaps Closed
the leanest mixture that results in smooth engine opera-
tion or at peak EGT if an EGT indicator is installed.
20°C BELOW STANDARD 209C ABOVE
STANDARD TEMP TEMPERATURE STANDARD TEMP
-9°C 11°C 31°C
RPM | mp |. Ixkrtas | ger | J % | KTAs | GPH | .* | KTAS | GPH
BHP BHP BHP
2400 | 22 77 | 134 | 13.1 |. 74 | 135 | 126 | 71 | 136 | 122
21 72 | 131 | 123 | 69 | 132 | 11.8 | 67 | 133 | 11.4
20 67 | 128 | 115 | 65 | 128.| 11.1 | 63 | 129 | 10.7
19 62 | 124 | 107 | 60 | 124 | 103 | 58 | 125 | 10.0
2300 | 23 78 135 13.3 75 136 12.8 137 124
72
22 | 73 | 132 | 125 | 70 | 133 | 120 | 68 | 133 | 11.6
21 | 68 | 128 | 11.7 | 66 | 129- | 11.3 | 64 | 130 | 109
20 | 64 | 125 | 109 | 62. | 125-| 10.5 | 60 | 126 | 102
2200 | 23 | 73 | 132 | 125 | 70 | 133 | 120 | 68 | 133 | 116
22 | 69 | 129 | 11.7 | 66 | 129 | 11.3 | 64 | 130 | 109
21 | 64 | 125 | 11.0 | 62 | 126 | 106 | 60 | 126 | 10.2
20 | 60 | 121 | 102 | 58 | 122 | 99 | 56 | 122 | 96
2100 | 23 | 68 | 128 | 11.6 | 66 | 129 | 11.2 | 64 | 130 | 108
22 | 64 | 125 | 109 | 62 | 1% | 105 | 60 | 126 | 10.2
21 | 60 | 121 | 10.2 | 58 | 122 | 99 | 56 | 122 | 96
20 | 56 | 118 | 96 | 54 | 118 | 93 | 52 | 118 | 90
19 | 52 | 113 | 9.0 | 50 | 114 | 8.7 | 48 | 113 | 85
18 | 47 | 109 | 84 | :46 | 109 | 81| 44 | 108 | 79
Figure 5-7. Cruise Performance (Sheet 1 of 6)
5-17
SECTION 5 НО oESSNA
PERFORMANCE MODEL 182Q
CRUISE PERFORMANCE
PRESSURE ALTITUDE 4000 FEET иж
2950 Pounds | For best fuel economy at 65% power or less, operate at
Recommended Lean Mixture the leanest mixture that results in smooth engine opera-
Cowl Flaps Closed tion or at peak EGT if an EGT indicator is installed.
Ta
20°C BELOW STANDARD 20°C ABOVE
STANDARD TEMP TEMPERATURE STANDARD TEMP
-13°C 7% 27%
RPM MP » KTAS GPH % KTAS | GPH % KTAS | GPH pe
BHP BHP BHP A
2400 22 --- --- --- 76 139 13.0 73 140 12.5
21 74 135 | 126 71 136 12.1 69 136 11.7
20 69 131 11.8 66 132 11.3 64 133 11.0
19 64 127 | 10.9 62 128 10.6, | 60 128 10.2
T2300/| 124 | ---| --- |--- | 76 | 140 | 13.1 | 74 | 141 | 126
TT | 22 75 135 | 128 | 72 | 136 | 123 | 70 137 | 11.9
21 70 132 | 12.0 133 11.5 65 134 11.2
20 66 128 | 11.2 63 129 10.8 61 130 10.4
2200 23 75 135 ! 128 72 136 12.3 70 137 11.9 | ^^^
22 70 132 E 12.0 68 133 11.6 66 134 | 11.2
21 66 129 | 11.3 64 129 10.9 61 130 | 105
20 62 125 [ 10.5 59 126 10.2 57 126 9.8
19 57 121 9.8 55 121 9.5 53 121 9.2
2100 23 70 132 | 11.9 67 133 11.5 65 133 11.1
22 66 128 | 11.2 129 10.8 | 61 130 10.4 | “>
21 62 125 | 10.5 59 126 10.1 57 126 9.8
20 57 121 9.8 55 121 9.5 53 122 9.3
19 53 117 9.2 51 117 8.9 50 117 8.7
18 49 112 | 86 47 112 8.3 46 112 8.1
17 45 107 8.0 43 107 7.8 42 106 7.6
Figure 5-7. Cruise Performance (Sheet 2 of 6)
9-18
—
CESSNA SECTION 5
MODEL 1820 PERFORMANCE
CRULSE PERFORMANCE
PRESSURE ALTITUDE 6000 FEET
CONDITIONS: NOTE
2950 Pounds For best fuel economy at 65% power or less, operate at
the leanest mixture that results in smooth engine opera-
tion or at peak EGT if an EGT indicator is installed.
Recommended Lean Mixture
Cowl Flaps Closed
20°C BELOW STANDARD 20°C ABOVE
STANDARD TEMP TEMPERATURE STANDARD TEMP
„17°C 30C 23°C
RPM | mp | % Trras | aPH | 2 | Kras | aPH | .*. | KTAS | GPH
BHP BHP BHP
2400 | 22 | --- | --- | --- 77 | 143 | 133 | 75 | 144 | 128
21 75 138 | 129 | 73 | 139 | 124 | 70 140 | 12.0
20 71 135 | 12.1 136 | 11.6 | 66 136 | 11.2
19 66 131 | 112 | 64 | 132 | 108 | 61 132 | 105
2300 | 22. | 77 139 | 13.1 74 140 | 126 71 141 | 12.2
| 21 72 136 | 123 | 69 137 | 118 | 67. | 137 | 11.4 +
20 67 132 | 115 | 6 133 | 111.1 6 133 | 10.7
19 63 128 | 10.7 129 | 10.3 58 129 | 10.0
2200 | 22 72 136 | 12.3 | 69 137 | 119 | 67 137 | 115
21 68 132 | 116 | 65 | 133 | 11.1.| 63 134 | 108
20 63 129 | 10.8 | 61 | 12% | 104 | 59 130 | 10.1
19 59 125 | 10.1 57 125 | 9.7 | 55 125 95
2100 | 22 67 132 | 115 | 65 | 133 | 11.1 133 | 10.7
21 63 129 | 108 | 61 129 | 10.4 | 59 129 | 10.1
19 55 121 9.5 | 53 | 121 92 | 51 121 8.9
18 51 116 8.8 | 49 | 116 8.6 | 47 115 8.3
17 47 111 82 | 45 | 110 8.0 | 43 109 7.8
Figure 5-7. Cruise Performance (Sheet 3 of 6)
5-19
SECTION 5 CESSNA
PERFORMANCE MODEL 182Q
CRUISE PERFORMANCE
PRESSURE ALTITUDE 8000 FEET
CONDITIONS: NOTE
2950 Pounds For best fuel economy at 65% power or less, operate at
Recommended Lean Mixture the leanest mixture that resuits in smooth engine opera-
Cowl Flaps Closed tion or at peak EGT if an EGT indicator is installed.
20°C BELOW STANDARD 20°C ABOVE
STANDARD TEMP TEMPERATURE STANDARD TEMP
-21°C -1°C 19°C
RPM | MP | .°, | KTAS | GPH | „© | KTAS | GPH | -% | KTAS | GPH
BHP BHP BHP
2400 21 77 142 13.3 74 143 12.7 72 144 12.3
20 72 139 12.4 70 139 11.9 67 140 11.5
19 68 135 11.5 65 135 11.1 63 136 10.7
18 63 130 10.7 60 131 10.3 58 131 10.0
2300 21 74 139 12.6 71 140 12.1 69 141 11.7
20 69 136 11.8 66 137 11.3 64 137 11.0
19 64 132 11.0 62 132 10.6 60 133 10.2
18 60 127 10.2 58 128 9.9 56 128 9.6
2200 21 69 136 11.8 67 137 11.4 65 137 11.0
20 65 132 11.1 63 133 10.7 60 133 10.3
19 61 128 10.3 58 129 10.0 56 129 9.7
18 56 124 9.7 54 124 2.3 52 124 9.1
2100 21 65 132 11.1
20 61 129 10.4
19 57 124 9.7
18 52 120 9.1
17 48 115 8.5
133 10.7 60 133 10.3
129 10.0 57 129 9.7
124 9.4 53 124 9.1
120 8.8 49 119 8.5
114 8.2 45 113 8.0
56566
Figure 5-7. Cruise Performance {Sheet 4 of 6)
5-20
“ие”
ty”
“om
CESSNA SECTION 5
MODEL 182Q PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE 10,000 FEET
CONDITIONS: NOTE
2950 Pounds For best fuel economy at 65% power or less, operate at
Recommended Lean Mixture the leanest mixture that results in smooth engine opera-
Cowl Flaps Closed tion or at peak EGT if an ЕСТ indicator is installed.
20°C BELOW STANDARD 20°C ABOVE
STANDARD TEMP TEMPERATURE STANDARD TEMP
-26°C -5°C 15°C
RPM | MP | 2% | ктАб | сен | .%, | KTAs | aPH | 2, | KTAS | GPH
BHP BHP BHP
2400 20 74 142 12.7 71 143 12.2 69 144 11.8
19 69 138 11.8 67 139 11.4 64 140 11.0
18 65 134 11.0 62 135 10.6 60 135 10.2
17 60 129 10.2 57 130 9.8 55 130 9.5
2300 20 71 140 12.1 68 140 11.6 66 141 11.2
19 66 136 11.3 64 136 10.9 61 136 10.5
18 61 131 10.5 59 131 10.1 57 132 9.8
17 57 126 9.7 55 126 9.4 53 126 9.1
2200 20 67 136 11.4 64 137 11.0 62 137 10.6
19 62 132 10.6 60 132 10.2 58 133 9.9
18 58 128 9,9 56 128 9.6 54 128 9,3
17 53 123 9.2 51 123 8,9 50 122 8.7
2100 20 63 132 10.7 60 133 10.3 58 133 9.9
19 58 128 10.0 56 128 9.6 54 128 9.4
18 54 123 9.3 52 123 9.0 50 123 8.8
17 50 178 8.7 48 118 8.4 46 116 8.2
16 46 112 8.1 44 111 7.8 42 109 7.6
Figure 5-7. Cruise Performance (Sheet 5 of 6)
5-21
SECTION 5
PERFORMANCE
CONDITIONS:
2950 Pounds
CESSNA
MODEL 182Q
CRUISE PERFORMANCE
PRESSURE ALTITUDE 12,000 FEET
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 65% power or less, operate at
the leanest mixture that results in smooth engine opera-
tion or at peak EGT if an EGT indicator is installed.
5-22
20°C BELOW STANDARD 20°C ABOVE
STANDARD TEMP TEMPERATURE STANDARD TEMP
-29°C -9°C 11°C
RPM | mp 1% Erras | cPH | -%. | KTAs | GPH | 2%. | ктА$ | GH | >
BHP BH . | ВНР
2400 | 18 66 138 | 113 | 64 139 | 109 | 61 139 | 105
17 61 133 | 10.5 | 59 133 | 10.1 57 133 9.8
16 56 128 9.7 | 54 128 94 | 52 127 9.1
15 51 122 9.0 | 50 121 8.7 | as 120 8.4 м.
2300 | 18 63 135 | 108 | 61 135 | 104 | 59 135 | 10.0
17 58 130 | 10.0 | 56 130 9.7 | 54 130 9.4
16 54 125 93 | 52 125 90 | 50 124 8.7
15 49 119 86 | 47 118 8.3 | 45 116 8.1
pe.
2200 | 18 59 131 | 102 | 57 131 98 | 55 131 9.5
17 55 126 95 | 53 126 92 | 51 125 8.9
16 51 121 88 | 49 120 8.5 | 47 119 8.3
15 46 114 8.2 | 44 113 79 | 43 111 7.7
2100 | 18 56 127 96 | 54 127 93 | 52 126 9.0
17 51 122 89 | 49 121 8.7 | 48 120 8.4
16 47 116 8.3 | 45 115 8.1 | 44 113 7.8 CA,
Figure 5-7. Cruise Performance (Sheet 6 of 6)
me
CESSNA SECTION 5
MODEL 182Q PERFORMANCE
RANGE PROFILE
45 MINUTES RESERVE
56 GALLONS USABLE FUEL
CONDITIONS:
2950 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
NOTES:
1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the
distance during a normal climb as shown in figure 5-6.
2. Reserve fuel is based on 45 minutes at 45% BHP and is 6 gallons.
12,000
10,000
8000
ALTITUDE - FEET
4000
2000
AS KT 106
450 500 550 600 650 700
RANGE - NAUTICAL MILES
S.L.
Figure 5-8. Range Profile (Sheet 1 of 2)
9-23
SECTION 5 CESSNA
PERFORMANCE MODEL 182Q
RANGE PROFILE
45 MINUTES RESERVE pe
75 GALLONS USABLE FUEL
CONDITIONS:
2950 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
ra,
NOTES:
1, This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the
distance during a normal climb as shown in figure 5-6.
2. Reserve fuel is based on 45 minutes at 45% BHP and is 6 gallons.
i,
12,000
pr
10,000
= 8000 |
Lu E
LL
ш
n 6000
2
Fr
+
_
< 4000
rE
2000
| 117
S.L.
650 700 750 800 850 900 950
RANGE - NAUTICAL MILES
Figure 5-8. Range Profile (Sheet 2 of 2)
5-24
“repair”
“оо”
CESSNA SECTION 5
MODEL 182Q PERFORMANCE
ENDURANCE PROFILE
45 MINUTES RESERVE
56 GALLONS USABLE FUEL
CONDITIONS:
2950 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
NOTES:
1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the
time during a normal climb as shown in figure 5-6.
2. Reserve fuel is based on 45 minutes at 45% BHP and is 6 gallons.
12,000
10,000
8000
6000
ALTITUDE - FEET
4000
er
LL
=
O
a
a
LO
Fa
2000
SL.
3 4 5 6 7
ENDURANCE - HOURS
Figure 5-9. Endurance Profile (Sheet 1 of 2)
5-25
SECTION 5 CESSNA
PERFORMANCE MODEL 182Q
ENDURANCE PROFILE
45 MINUTES RESERVE an
75 GALLONS USABLE FUEL
CONDITIONS:
2950 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
PrN
NOTES:
1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the
time during a normal climb as shown in figure 5-6.
2. Reserve fuel is based on 45 minutes at 45% BHP and is 6 gallons.
7
12,000
|
10,000
8000
6000
ALTITUDE - FEET
4000
oc
=
©
&
as
Te)
Fa
2000
S.L.
| 4 5 6 7 8 9
ENDURANCE - HOURS
Figure 5-9. Endurance Profile (Sheet 2 of 2)
(uerg 97-6)/12-5
CONDITIONS:
Flaps 409
Power Off
Maximum Braking
Paved, Level, Dry Runway
Zero Wind
NOTES:
i ле
„Ще m
pres
LANDING DISTANCE
SHORT FIELD
1. Short field technique as specified in Section 4.
2. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10%
for each 2 knots.
3. For operation on a dry, grass runway, increase distances by 40% of the “ground roll” figure.
Pe
10°C
SPEED 0°C 20°C 30°C 40°C
WEIGHT | AT (PRESS
Les | sort] ALT TOTAL TOTAL TOTAL TOTAL TOTAL
KIAS | FT [GRND|TO CLEAR|GRND|TO CLEAR|GRND|TO CLEAR|GAND|TO CLEAR|GRND| TO CLEAR
ROLL [50 FT OBS | ROLL |50 FT OBS | ROLL |50 FT O8S | ROLL |50 FT OBS | ROLL |50 FT OBS
2950 60 S.L. | 560 1300 580 1335 600 1365 620 1400 640 1435
1000 | 580 1335 600 1365 620 1400 645 1440 665 1475
2000 | 600 1370 625 1405 645 1440 670 1480 690 1515
3000 | 625 1410 645 1445 670 1485 695 1525 715 1560
4000 | 650 1450 670 1485 695 1525 720 1565 740 1600
5000 | 670 1485 695 1525 720 1565 745 1610 770 1650
6000 | 700 1530 725 1575 750 1615 775 1660 800 1700
7000 | 725 1575 750 1615 780 1665 805 1710 830 1750
8000 | 755 1625 780 1665 810 1715 835 1760 865 | 1805
Figure 5-10. Landing Distance
Dest TACON
YNSSHO
HONVNHOHYUHS
S NORLOHS
aa
|
CESSNA SECTION 6
MODEL 182Q WEIGHT & BALANCE/
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
opr”
TABLE OF CONTENTS
Page
Introduction . . . . 2 4 42 4442 4 41 4 1 4 4 LL 11 20 6-3
Airplane Weighing Procedures . . . . . . . . . . . . . « . .. 6-3
Weight and Balance . . . . . . . . . . . . . . e c+... 6-6
—— Baggage and Cargo Tie-Down . . . . . . . . . . . . . .. 6-7
Equipment List . . . . . . . . . . . . . .. Сие, 6-15
> —
6-1/(6-2 blank)
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CESSNA SECTION 6
MODEL 182Q WEIGHT & BALANCE/
EQUIPMENT LIST
INTRODUCTION
This section describes the procedure for establishing the basic empty
weight and moment of the airplane. Sample forms are provided for refer-
ence. Procedures for calculating the weight and moment for various oper-
ations are also provided. A comprehensive list of all Cessna equipment
available for this airplane is included at the back of this section.
It should be noted that specific information regarding the weight, arm,
moment and installed equipment list for this airplane can only be found in
the appropriate weight and balance records carried in the airplane.
AIRPLANE WEIGHING PROCEDURES
(1) Preparation:
a. Inflate tires to recommended operating pressures.
b. Remove the fuel tank sump quick-drain fittings and fuel
selector valve drain plug to drain all fuel.
с. Remove oil sump drain plug to drain all oil.
d. Move sliding seats to the most forward position.
e. Raise flaps to the fully retracted position.
f. Place all control surfaces in neutral position.
(2) Leveling:
a. Place scales under each wheel (minimum scale capacity,
1000 pounds).
b. Deflate the nose tire and/or lower or raise the nose strut
to properly center the bubble in the level (see Figure 6-1).
(3) Weighing:
a. With the airplane level and brakes released, record the
weight shown on each scale. Deduct the tare, if any, from
each reading.
(4) Measuring:
a. Obtain measurement A by measuring horizontally (along the
airplane center line) from a line stretched between the main
wheel centers to a plumb bob dropped from the firewall
b. Obtain measurement B by measuring horizontally and paral-
lel to the airplane center line, from center of nose wheel axle,
left side, to a plumb bob dropped from the line between the main
wheel centers. Repeat on right side and average the measure-
ments.
(5) Using weights from (3) and measurements from (4) the airplane
weight and C. G. can be determined.
SECTION 6 CESSNA
WEIGHT & BALANCE/ MODEL 182Q
EQUIPMENT LIST
Datum (Firewall, Front Face)
Level On Top Surface
Centerline of Tailcone
В — — =
№ L&R
Scale Position Scale Reading Tare Symbol Net Weight
Left Wheel L
Right Wheel R
Nose Wheel N
Sum of Net Weights (As Weighed) W
Х = ARM = (A) - (N) x (B); X = ( ) - | ) x ( )=( ) IN.
W ( )
Moment/1000
Item Weight (Lbs.) X C.G. Arm (in.) = (Lbs.-In.)
Airplane Weight (From Hem 5, page 6-3)
Add Qil:
No Oil Filter (12 Qts at 7.5 Lbs/Gal) -15.0
With Oil Filter (13 Qts at 7.5 Lbs/Gal) -15.0
Add Unusable Fuel:
Std. Tanks (5 Gal at 6 Lbs/Gal) 46.0
L.R, Tanks (5 Gal at 6 Lbs/Gal) 46.0
Equipment Changes
Airplane Basic Empty Weight
Figure 6-1. Sample Airplane Weighing
6-4
5-9
AIRPLANE MODEL
ITEM NO.
”
4
{ { {
SAMPLE WEIGHT AND BALANCE RECORD
(Continuous History of Changes in Structure or Equipment Affecting Weight and Balance)
DESCRIPTION
OF ARTICLE OR MODIFICATION
Figure 6-2,
SERIAL NUMBER PAGE NUMBER
WEIGHT CHANGE
G A RUNNING BASIC
EMPTY WEIGHT
ADDED (+) REMOVED (-)
Wt, Arm
{Ib.} {In.}
Moment
71000
Moment Wt.
71000 (Ib)
Moment Wt. Arm
71000 {Ib.} (in)
Sample Weight and Balance Record
O881 THCON
/HONVIVE ® LHOIHM
LSIT LNHINJINDH
9 NOILLOIS
YNSSHO
SECTION 6 | CESSNA
WEIGHT & BALANCE/ MODEL 182Q
EQUIPMENT LIST
(6) Basic Empty Weight may be determined by completing Figure 6-1.
WEIGHT AND BALANCE
The following information will enable you to operate your Cessna
within the prescribed weight and center of gravity limitations. To figure
weight and balance, use the Sample Problem, Loading Graph, and Center
of Gravity Moment Envelope as follows:
Take the basic empty weight and moment from appropriate weight and
balance records carried in your airplane, and enter them in the column
titled YOUR AIRPLANE on the Sample Loading Problem.
NOTE
In addition to the basic empty weight and moment noted
on these records, the c.g. arm (fuselage station} is
also shown, but need not be used on the Sample Loading
Problem. The moment which is shown must be divided
by 1000 and this value used as the moment/1000 on the
loading problem.
Use the Loading Graph to determine the moment/1000 for each addi-
tional item to be carried; then list these on the loading problem.
NOTE
Loading Graph information for the pilot, passengers,
baggage/cargo and hatshelf is based on seats positioned
for average occupants and baggage/cargo or hatshelf
items loaded in the center of these areas as shown on
the Loading Arrangements diagram. For loadings which
may differ from these, the Sample Loading Problem
lists fuselage stations for these items to indicate their
forward and aft c.g. range limitation (seat travel and
baggage/cargo or hatshelf area limitation). Additional
moment calculations, based on the actual weight and
c.g. arm (fuselage station) of the item being loaded,
must be made if the position of the load is different from
that shown on the Loading Graph.
Total the weights and moments/1000 and plot these values on the
Center of Gravity Moment Envelope to determine whether the point falls
within the envelope, and if the loading is acceptable.
6-6
Tn эт”
CESSNA SECTION 6
MODEL 182Q WEIGHT & BALANCE/
EQUIPMENT LIST
BAGGAGE AND CARGO TIE-DOWN
A nylon baggage net having six tie-down straps is provided as stan-
dard equipment to secure baggage in the area aft of the rear seat and on
the hatshelf. Six eyebolts serve as attaching points for the net. Two eye-
bolts for the forward tie-down straps are mounted on the cabin floor near
each sidewall just forward of the baggage door approximately at station
92; two center eyebolts mount on the floor slightly inboard of each side-
wall just aft of the baggage door approximately at station 109; the two aft
eyebolts secure at the top of the rear baggage wall at station 124. If a
child's seat is installed, only the center and aft eyebolts will be needed
for securing the net in the area remaining behind the seat. A placard on
the baggage door defines the weight limitations in the baggage areas.
A cargo tie-down kit consisting of nine tie-down attachments is avail-
able if it is desired to remove the rear seat (and child's seat, if installed)
and utilize the rear cabin area to haul cargo. Two tie-down attachments
clamp to the aft end of the two outboard front seat rails and are locked in
place by a bolt which must be tightened to a minimum of fifty inch pounds.
Seven tie-down attachments bolt to standard attach points in the cabin
floor, including three rear seat mounting points. The seven attach points
are located as follows: two are located slightly inboard and just aft of the
rear doorposts approximately at station 69; two utilize the aft outboard
mounting points of the rear seat; one utilizes the rearmost mounting point
of the aft center attach point for the rear seat approximately at station 84
(a second mounting point is located just forward of this point but is not
used); and two are located just forward of the center baggage net tie-down
eyebolts approximately at station 108. The maximum allowable cabin
floor loading of the rear cabin area is 200 pounds/ square foot; however,
when items with small or sharp support areas are carried, the installation
of al/4" plywood floor is recommended to protect the airplane structure.
The maximum rated load weight capacity for each of the seven tie-downs
is -140 pounds and for the two seat rail tie-downs is 100 pounds. Rope,
strap, or cable used for tie-down should be rated at a minimum of ten
times the load weight capacity of the tie-down fittings used. Weight and
balance calculations for cargo in the area of the rear seat, baggage and
hatshelf area can be figured on the Loading Graph using the lines labeled
2nd Row Passengers or Cargo and/or Baggage or Passengers on Child's
Seat,
6-7
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 182Q
LOADING
ARRANGEMENTS
*Pilot or passenger center of gravity
on adjustable seats positioned for
average occupant. Numbers in par-
entheses indicate forward and aft
limits of occupant center of gravity
range,
** Arms measured to the center of the
areas shown,
NOTE:
The aft baggage wall (approximate
station 124) can be used as a con-
venient interior reference point for
determining the location of baggage
area fuselage stations,
OPTIONAL STANDARD
SEATING SEATING
IND ROW
SEAT REMOVED
Figure 6-3.
6-8
Loading Arrangements
`
1
x
“леч”
CESSNA SECTION 6
MODEL 182Q WEIGHT & BALANCE/
EQUIPMENT LIST
CABIN HEIGHT MEASUREMENTS
/ HATSHELF
AFT BAGGAGE AREA
— = |
FIREWALL 65.3
DOOR OPENING DIMENSIONS
WIDTH | WIDTH HEIGHT | HEIGHT — WIDTH=—
(TOP) |(BOTTOM)| (FRONT)| (REAR) * LWR WINDOW
CABIN DOOR 32" 36%" 41" 38%" LINE
BAGGAGEDOOR | 15%" 153%" 29° 20%" ¥ CABIN FLOOR
CABIN WIDTH MEASUREMENTS
INSTRUMENT PANEL + REAR DOORPOST BULKHEAD
/ TIE DOWN RINGS (6)
x
7 635415"
7; * 3]
CABIN
STATIONS © 10 20 30 40 50 60 70 80 90 100 110 120
[C.G. ARMS) 65.3
Figure 6-4. Internal Cabin Dimensions
6-9
01-9
SAMPLE AIRPLANE
YOUR AIRPLANE
LO A D | NG P RO B L E M Weight Moment Weight Moment
(Ibs,) (Ib.-ins. (Ibs.) (Ib.-ins
/1000) {1000}
Basic Empty Weight {Use the data pertaining
to your airplane as it is presently equipped.
Includes unusable fuel and full oil} . 1800 63.3
Usable Fuel {At 6 Lbs./Gal.}
Standard Tanks (56 Gal, Maximum) 336 16.1
Long Range Tanks (75 Gal. Maximum)
Pilot and Front Passenger (Sta. 32 to 50) 340 12.6
Second Row Passengers 340 25,2
Cargo Replacing Second Row Seats
(Station 65 to 82) ..
Baggage {Area A”) or Passenger on Child's
Seat (Station 82 to 108) 120 Lbs. Maximum . 120 11.6
Baggage - Aft (Area “B”) and Hatshelf
(Station 108 to 136) 80 Lbs. Maximum . 14 1.6
TOTAL WEIGHT AND MOMENT 2950 130.4
Locate this point (2950 at 130.4) on the Center of Gravity Moment Envelope,
and since this point falls within the envelope, the loading is acceptable.
Figure 6-5. Sample Loading Problem
E
LSIT LNHHNdINOH
/HONVIVE ? LHOIHM
9 NOILDHS
D281 THAON
VNSSHD
11-9
LOAD WEIGHT {POUNDS)
mr
dues
200
450
400
390
300
290
200
150
100
50
po
EA
a
a
75 GAL. MAX.
LONG RANGE TANKS
to
>
56 GAL. MAX, | [LES
STANDARD 3°
50 + TANKS
Sn
om
AN
20
%
LOADING GRAPH
BAGGAGE (AREA "A") OR
PASSENGER ON CHILD'S SEAT
120 LBS, MAX,
E (AREA ' AND HATSHELF (80 LBS. MAX.)
15 20 25 30
LOAD MOMENT/1000 (POUND-INCHES)
NOTES: (1) Line representing adjustable seats shows pilot and front seat passenger center
of gravity on adjustable seats positioned for an average occupant, Refer to the
Loading Arrangements diagram for forward and aft limits of occupant c.g. range.
(2) Hatshelf Maximum Load 25 Lbs.
Figure 6-6, Loading Graph
0881 TACÓN
VNSSHD
JHONVIVH #2 LHOIHM
LSIT LINANAINOH
9 NOLLOHS
61-9
2950
7 2700
LOADED AIRCRAFT WEIGHT (POUND
(PO
5 ta
en os
© ©
o S
1900
2900
CENTER OF GRAVITY
MOMENT ENVELOPE
2800
bo ba
La Ha
= OO
© =
bo bo
= bd
oo ©
= ©
2000
1800
55 60 65 70 75 80 86 90 95 100 105 110 115 120
LOADED AIRCRAFT MOMENT/1000 (POUND-INCHES)
125
130
135
140
Figure 6-7. Center of Gravity Moment Envelope
: ) Pa
И
“тет”
LSIT LNAWdAINOS
/MONVIVO Y LHOIEA
9 NOILLOHS
0281 THAON
YNSSHO
(UETA PI-9)/€T-9
LOADED AIRCRAFT WEIGHT (POUNDS)
29
zo
О
2900 59
С
>
2800 2
O
2700
2600
2500
2400
2300
2200
2100 CENTER OF GRAVITY
LIMITS
2000 =
Q
1900 O
ad
e
1800
32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 spe
AIRCRAFT C.G. LOCATION - INCHES AFT OF DATUM (STA. 0.0 FIREWALL) АБ а
Ly,
ina Zz
= ZO
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. N =
Figure 6-8, Center of Gravity Limits Joa
Ey
in
CESSNA | SECTION 6
MODEL 182Q WEIGHT & BALANCE/
EQUIPMENT LIST
EQUIPMENT LIST
The following equipment list is a comprehensive list of all Cessna equipment available
for this airplane. A separate equipment list of items installed in your specific airplane
is provided in your aircraft file. The following list and the specific list for your airplane
have a similar order of listing.
This equipment list provides the following information:
An item number gives the identification number for the item, Each number is
prefixed with a letter which identifies the descriptive grouping (example:
A, Powerplant & Accessories) under which it is listed. Suffix letters identify
the equipment as a required item, a standard item or an optional item. Suffix
letters are as follows:
-R = required items of equipment for FAA certification
-S = standard equipment items
-Q = optional equipment items replacing required or standard items
-A = optional equipment items which are in addition to required or
standard items
A reference drawing column provides the drawing number for the item.
NOTE
If additional equipment is to be installed, it must be done in accord-
ance with the reference drawing, accessory kit instructions, or a
separate FAA approval,
Columns showing weight {in pounds) and arm (in inches) provide the weight
and center of gravity location for the equipment.
NOTE
Unless otherwise indicated, true values (not net change values) for the
weight and arm are shown. Positive arms are distances aft of the
airplane datum; negative arms are distances forward of the datum,
NOTE
Asterisks (*) after the item weight and arm indicate complete assem-
bly installations. Some major components of the assembly are listed
on the lines immediately following. The summation of these major
components does not necessarily equal the complete assembly instal-
lation.
6-15
SECTION 6 CESSNA
WEIGHT & BALANCE/ MODEL 182Q
EQUIPMENT LIST
+ + # + + г
= WH ONO IND OWN Fr NO LO AAC OM |} Y MNAE SL
— 4 » & # 64 яя ево вов Er 5 #6 в A 1 4 + в * в
Po ONE OJ ON AV FONE Od ONO DP CO MO UN | 09 DUNN ED 0D 0
= miis] REA IIA | tr LEVES MV UN
= 1 {1} Ho +1 714 1% l
a + * * * * +
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a +. +... b 6 60 #0 + 5 #5 6 5 #6 6 à 4 LE 5 + # 5 à тя
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= а mi ad wl Un = m m
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«I of of of «I of «т «Я «x «Ta a D
CESSNA SECTION 6
MODEL 182Q WEIGHT & BALANCE/
EQUIPMENT LIST
* + + * 4 +
2 CAES Hamad ONO WOON СОЗ ООО О
«= "FE ETN FEBS AEE EY 4 Eat or фев ео
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6-17
SECTION 6 CESSNA
WEIGHT & BALANCE/ MODEL 182Q
EQUIPMENT LIST
# + *
LIO NINO LA A A Om
bn 6 #6 E Za ra т. *
АС SOG LOW OD LD CD Oe CIC ASS SS
) ms o a e Ni ES | E osa
1 |
Muh SUFRIDO
+" » ” PP EFE" e
ARM INS
2
3
14.0
13.6%
7.6%
* * +
Orit Forde N= DOM PIN
.......... DEM
HO OO. TANIA
0 ЭМО
: #9 à RRP» 8
pt pret 90 Oman
WT LBS
3.0
1.5%
0.5%
REF DRAWING
71
09
64-0
08-7
28-1
71-0
71-0
25-0
8
3
1
1
1
1
1
1
3
3
1213732
0701099-1
0
4
3
9
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1201126
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GE -45
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1
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(NET CHANGE)
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COWL MOUNTED LANDING E TAXI
STALLATION
EQUIPMENT LIST DESCRIPTION
Da
ET EL CIL LI ALLE) vet oT bd LL) foe bet 2 e) 2 <L jas LULA EZ jr 4900 jr CY js == CP CIL
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же
CESSNA SECTION 6
MODEL 182Q WEIGHT & BALANCE/
EQUIPMENT LIST
en + - * *
= ODDO NY СЛОН ТОНОМ | АОН
а 28 FF 4 49 & 5 6 #4 #4 à вене йе ве + тв + тай т 8
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6-19
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 182Q
*
«2 OOONOGO | ~~ 10 11 DA AOQOUNSOMNV+ 15
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CESSNA SECTION 6
MODEL 182Q WEIGHT & BALANCE/
EQUIPMENT LIST
+ * * * * * +
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SECTION 6 CESSNA
WEIGHT & BALANCE/ MODEL 182Q
EQUIPMENT LIST
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CESSNA SECTION 6
MODEL 1820 WEIGHT 8 BALANCE/
EQUIPMENT LIST
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6-23
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 182Q
AN PONTE
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—
CESSNA SECTION 7
MODEL 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
SECTION 7
AIRPLANE & SYSTEMS
DESCRIPTIONS
TABLE OF CONTENTS
Introduction .
Airframe .
Flight Controls.
Trim Systems .
Instrument Panel .
Ground Control.
Wing Flap System
Landing Gear System .
Baggage Compartment
Seats + . - .
Seat Belts and Shoulder Harnesses .
Seat Belts - . .
Shoulder Harnesses
Integrated Seat Belt /Shoulder Harnesses With Inertia Reels ‘
‘Entrance Doors and Cabin Windows
Control Locks - aa
Engine .
Engine Controls
Engine Instruments .
New Engine Break-in and Operation
Engine Oil System coe
Ignition-Starter System .
Air Induction System .
Exhaust System . o...
Carburetor and Priming system и.
Cooling System
Propeller .,
Fuel System .
Brake System
Electrical System
Master Switch .
Ammeter
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7-12
7-12
7-14
7-15
7-16
7-16
7-16
7-17
7-18
7-19
7-19
7-19
7-19
7-20
7-20
7-21
7-24
7-24
7-26
7-26
7-1
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
TABLE OF CONTENTS (Continued)
Over-Voltage Sensor and Warning Light
Circuit Breakers and Fuses . .
Ground Service Plug Receptacle
Lighting Systems . be ee
Exterior Lighting.
Interior Lighting . .
Cabin Heating, Ventilating and Defrosting System
Pitot-Static System and Instruments 2. .
Airspeed Indicator . .
Rate-of-Climb Indicator
Altimeter . .
Vacuum System and Instruments .
Attitude Indicator .
Directional Indicator
Suction Gage .
Stall Warning System . .
Avionics Support Equipment .
Audio Control Panel .
Transmitter Selector Switch .
Automatic Audio Selector Switch .
Audio Selector Switches .
Microphone - Headset
Static Dischargers
7-2
CESSNA
MODEL, 1820)
E
== о
yt
CESSNA SECTION 7
MODEL 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
INTRODUCTION
This section provides description and operation of the airplane and its
systems. Some equipment described herein is optional and may not be
installed in the airplane. Refer to Section 9, Supplements, for details of
other optional systems and equipment.
AIRFRAME
The construction of the fuselage is a conventional formed sheet metal
bulkhead, stringer, and skin design referred to as semi-monocoque.
Major items of structure are the front and rear carry-through spars to
which the wings are attached, a bulkhead and forgings for main landing
gear attachment at the base of the rear doorposts, and a bulkhead with
attaching plates at the base of the forward doorposts for the lower attach-
ment of the wing struts. Four engine mount stringers are also attached
to the forward doorposts and extend forward to the firewall.
The externally braced wings, containing the fuel tanks, are construc-
ed of a front and rear spar with formed sheet metal ribs, doublers, and
stringers. The entire structure is covered with aluminum skin. The front
spars are equipped with wing-to-fuselage and wing-to-strut attach fittings.
The aft spars are equipped with wing-to-fuselage attach fittings, and are
partial-span spars. Conventional hinged ailerons and single-slot type flaps
are attached to the trailing edge of the wings. The ailerons are cons{ruct-
ed of a forward spar containing a balance weight, formed sheet metal ribs
and "V'' type corrugated aluminum skin joined together at the trailing edge.
The flaps are constructed basically the same as the ailerons, with the ex-
ception of the balance weight, and the addition of a formed sheet metal
leading edge section.
The empennage (tail assembly) consists of a conventional vertical
stabilizer, rudder, horizontal stabilizer, and elevator. The vertical
stabilizer consists of a forward and aft spar, formed sheet metal ribs
and reinforcements, four skin panels, formed leading edge skins, and a
dorsal. The rudder is constructed of a forward and aft spar, formed
sheet metal ribs and reinforcements, and a wrap-around skin panel. The
top of the rudder incorporates a leading edge extension which contains a
balance weight. The horizontal stabilizer is consiructed of a forward and
aft spar, ribs and stiffeners, center upper and lower skin panels, and two
left and two right wrap-around skin panels which also form the leading
edges. The horizontal stabilizer also contains the elevator trim tab actu-
ator. Construction of the elevator consists of formed leading edge skins,
a forward spar, ribs, torque tube and bellcrank, left upper and lower "У"
type corrugated skins, and right upper and lower '"V'" type corrugated
7-3
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
AILERON CONTROL SYSTEM
-—
_
RUDDER AND RUDDER TRIM ly a
- CONTROL SYSTEMS |
jin,
Figure 7-1. Flight Control and Trim Systems (Sheet 1 of 2)
CESSNA SECTION 7
MODEL 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
ELEVATOR CONTROL SYSTEM J 7
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——
ELEVATOR TRIM
CONTROL SYSTEM
Figure 7-1. Flight Control and Trim Systems (Sheet 2 of 2)
7-5
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
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7-6
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Marker Beacon Indicator
Lights and Switches
Clock
Suction Gage
Flight Instrument Group
Airplane Registration Number
Encoding Altimeter
Approach Plate Light and Switch
ADF Bearing Indicator
Omni Course Indicators
Autopilot Control Unit
Transponder
Rear View Mirror
Audio Control Panel
Radios
Manifold Pressure Gage
Fuel Qugntity Indicators
and Ammeter
Cylinder Head Temperature,
Oil Temperature, and Oil
Pressure Gages
Over-Voltage Warning Light
Tachometer
Economy Mixture Indicator
Flight Hour Recorder
Carburetor Air Temperature
Gage
Additional Radio and
Instrument Space
Secondary Altimeter
e -
y
Map Compartment
Defroster Control Knob
Cabin Air Control Knob
Cigar Lighter
Cabin Heat Control Knob
Wing Flap Switch and
Position Indicator
Mixture Control Knob
Propeller Control Knob
Throttle (With Friction Lock)
Rudder Trim Control Wheel
Cowl Flap Control Lever
Microphone
Fuel Selector Light
Fuel Selector Valve Handle
Elevator Trim Control Wheel
Control Pedestal Light
Carburetor Heat Control Knob
Electrical Switches
Static Pressure Alternate
Source Valve
Parking Brake Handle
Circuit Breakers
Instrument and Radio Dial
Light Rheostat Control Knobs
. Ignition Switch
Primer
Auxiliary Mike Jack and
Phone Jack
Master Switch
OZ8T TACON
VNSSHD
SNOLLAIHISEOC SWA.LSAS $ INVIQdUIV
4 NOLLI ES
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
skins incorporating a trailing edge cut-out for the trim tab. The elevator
trim tab consists of a spar and upper and lower '"V'' type corrugated skins.
Both elevator tip leading edge extensions incorporate balance weights.
FLIGHT CONTROLS
The airplane's flight control system consists of conventional ailer-
on, rudder, and elevator control surfaces (see figure 7-1). The control
surfaces are manually operated through mechanical linkage using a an,
control wheel for the ailerons and elevator, and rudder/brake pedals for
the rudder. The elevator control system is equipped with downsprings
which provide improved stability in flight.
TRIM SYSTEMS
Manually-operated rudder and elevator trim is provided. Rudder
trimming is accomplished through a bungee connected to the rudder con-
trol system and a trim control wheel mounted on the control pedestal.
Rudder trimming is accomplished by rotating the horizontally mounted
trim control wheel either left or right to the desired trim position. Ro-
tating the trim wheel to the right will trim nose-right; conversely rotating
it to the left will trim nose-left. Elevator trimming is accomplished
through the elevator trim tab by utilizing the vertically mounted trim con-
trol wheel. Forward rotation of the trim wheel will trim nose-down;
conversely, aft rotation will trim nose-up. The airplane may also be
equipped with an electric elevator trim system. For details concerning
this system, refer to Section 9, Supplements. a
\
INSTRUMENT PANEL
The instrument panel (see figure 7-2) is designed around the basic "T"
configuration. The gyros are located immediately in front of the pilot, and
are arranged vertically. The airspeed indicator and altimeter are located
to the left and right of the gyros, respectively. The remainder of the flight >
instruments are located around the basic "IT", Avionics equipment is stack-
ed approximately on the centerline of the panel, with the right side of the
panel containing the wing flap switch and indicator, manifold pressure gage,
tachometer, map compartment, and space for additional instruments and
avionics equipment. The engine instrument cluster and fuel quantity indi-
cators are on the right side of the avionics stack near the top of the panel.
A switch and control panel, at the lower edge of the instrument panel, con-
tains most of the switches, controls, and circuit breakers necessary to
operate the airplane. The left side of the panel contains the master switch,
engine primer, ignition switch, light intensity controls, electrical switches,
and circuit breakers, The center area contains the carburetor heat con-
7-8
meme”
——
CESSNA SECTION 7
MODEL 1823 AIRPLANE € SYSTEMS DESCRIPTIONS
trol, throttle, propeller control, and mixture control. The right side of
the panel contains the cabin heat, cabin air, and defroster control knobs
and the cigar lighter. A pedestal extending from the switch and control
pane! to the floorboard, contains the elevator and rudder trim control
wheels, cowl flap control lever, and microphone bracket. The fuel selec-
tor valve handle is located at the base of the pedestal. A parking brake
handle is mounted under the switch and control panel, in front of the pilot.
An alternate static source valve control knob may also be installed beneath
the switch and control panel.
For details concerning the instruments, switches, circuit breakers,
and controls on this panel, refer in this section to the description of the
systems to which these items are related.
GROUND CONTROL
Effective ground control while taxiing is accomplished through nose
Wheel steering by using the rudder pedals; left rudder pedal to steer left
and right rudder pedal to steer right. When a rudder pedal is depressed,
a spring-loaded steering bungee (which is connected to the nose gear and
to the rudder bars) will turn the nose wheel through an arc of approxi-
mately 11° each side of center. By applying either left or right brake,
the degree of turn may be increased up to 29° each side of center.
Moving the airplane by hand is most easily accomplished by attaching
a tow bar to the nose gear strut. If a tow bar is not available, or pushing
is required, use the wing struts as push points. Dc not use the vertical
or horizontal surfaces to move the airplane. If the airplane is to be towed
by vehicle, never turn the nose wheel more than 29° either side of center
or structural damage to the nose gear could result.
The minimum turning radius of the airplane, using differential brak-
ing and nose wheel steering during taxi, is approximately 27 feet. To
obtain a minimum radius turn during ground handling, the 2irplane may
be rotated around either main landing gear by pressing down on a tailcone
bulkhead just forward of the horizontal stabilizer to raise the nose wheel
off the ground.
WING FLAP SYSTEM
The wing flaps are of the single-slot type (see figure 7-3), andare
extended or retracted by positioning the wing flap switch lever on the
instrument panel to the desired flap deflection position. The switch lever
is moved up or down in a slotted panel that provides mechanical stops at
the 10° and 20° positions. For flap settings greater than 10°, move the
switch lever to the right to clear the stop and position it as desired. A
7-9
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
ha,
"Na
Figure 7-3. Wing Flap System
scale and pointer on the left side of the switch lever indicates flap travel
in degrees. The wing flap system circuit is protected by a 15-ampere
circuit breaker, labeled FLAP, on the left side of the instrument panel.
LANDING GEAR SYSTEM
The landing gear is of the tricycle type with a steerable nose wheel,
two main wheels, and wheel fairings. Shock absorption is provided by
the tubular spring-steel main landing gear struts and the air/oil nose gear
shock strut. Each main gear wheel is equipped with a hydraulically actu-
ated disc-type brake on the inboard side of each wheel, and an aerodynam-
ic fairing over each brake.
BAGGAGE COMPARTMENT
. The baggage compartment consists of the area from the back of the
rear passenger seats to the aft cabin bulkhead. Mounted to the aft cabin
bulkhead, and extending aft of it, is a hatshelf. Access to the baggage
compartment and the hatshelf is gained through a lockable baggage door
on the left side of the airplane, or from within the airplane cabin. A bag-
gage net with six tie-down straps is provided for securing baggage and is
attached by tying the straps to tie-down rings provided in the airplane. A
A
7-10
Ут”
==
CESSNA SECTION 7
MODEL 182Q AIRPLANE €: SYSTEMS DESCRIPTIONS
cargo tie-down kit may also be installed. For further information on
baggage and cargo tie-down, refer to Section 6. When loading the airplane
children should not be placed or permitted in the baggage compartment,
and any material that might be hazardous to the airplane or occupants
should not be placed anywhere in the airplane. For baggage area and door
dimensicns, refer to Section 6.
SEATS
The seating arrangement consists of two separate adjustable seats for
the pilot and front passenger, a split-backed fixed seat in the rear, and a
child's seat (if installed) aft of the rear seats. The pilot's and front pas-
senger's seats are available in two different designs: four-way and six-
way adjustable.
Four-way seats may be moved forward or aft, and the seat back angle
changed. To position either seat, lift the tubular handle under the center
of the seat, slide the seat into position, release the handle, and check that
the seat is locked in place. The seat back is spring-loaded to the vertical
position. To adjust its position, lift the lever under the right front corner
of the seat, reposition the back, release the lever, and check that the back
is locked in place. The seat backs will also fold full forward.
The six-way seats may be moved forward or aft, adjusted for height,
and the seat back angle is infinitely adjustable. Position the seat by lift-
ing the tubular handle, under the center of the seat bottom, and slide the
seat into position; then release the lever and check that the seat is locked
in place. Raise or lower the seat by rotating a large crank under the right
corner of the left seat and the left corner of the right seat. Seat back
angle is adjustable by rotating a small crank under the left corner of the
left seat and the right corner of the right seat. The seat bottom angle will
change as the seat back angle changes, providing proper support. The
seat backs will also fold full forward.
The rear passenger's seats consist of a fixed one-piece seat bottom
with individually adjustable seat backs. Two adjustment levers, on the
left and right rear corners of the seat bottom, are used to adjust the angle
of the respective seat backs. To adjust either seat back, lift the adjust-
ment lever and reposition the back. The seat backs are spring-loaded to
the vertical position. |
A child's seat may be installed aft of the rear passenger seats, and
is held in place by two brackets mounted on the floorboard. The seat is
designed to swing upward into a stowed position against the aft cabin bulk-
head when not in use. To stow the seat, rotate the seat bottom up and aft
7-11
SECTION 7 CESSNA
AIRPLANE € SYSTEMS DESCRIPTIONS MODEL 182Q
as far as it will go. When not in use, the seat should be kept in the stowed
position. EE
Headrests are available for any of the seat configurations except the
child's seat. To adjust the headrest, apply enough pressure to it to raise
or lower it to the desired level, The headrest may be removed at any
time by raising it until it disengages from the top of the seat back.
SEAT BELTS AND SHOULDER HARNESSES
All seat positions are equipped with seat belts (see figure 7-4). The
pilot's and front passenger's seats are also equipped with separate shoul-
der harnesses; separate shoulder harnesses are also available for the
rear seat positions. Integrated seat belt/shoulder harnesses with inertia
reels can be furnished for the pilot's and front passenger's seat positions
if desired.
a
SEAT BELTS
The seat belts used with the pilot's and front passenger's seats, and
the child's seat (if installed), are attached to fittings on the floorboard, ~~
The buckle half is inboard of each seat and the link half is outboard of each
seat. The belts for the rear seat are attached to the seat frame, with the
link halves on the left and right sides of the seat bottom, and the buckles
at the center of the seat bottom.
To use the seat belts for the front seats, position the seat as desired,
and then lengthen the link half of the belt as needed by grasping the sides
of the link and pulling against the belt. Insert and lock the belt link into
the buckle. Tighten the belt to a snug fit. Seat belts for the rear seats,
and the child's seat, are used in the same manner as the belts for the front
seats. To release the seat belts, grasp the top of the buckle opposite the
link and pull upward.
SHOULDER HARNESSES
Each front seat shoulder harness is attached to a rear doorpost above
the window line and is stowed behind a stowage sheath above the cabin door.
To stow the harness, fold it and place it beh#Ad the sheath. When rear
seat shoulder harnesses 4re furnished, they are attached adjacent to the pi
lower corners of the aft side windows. Each rear seat harness is stowed
behind a stowage sheath'above‘ah aft side window. No harness is available
for the child's seat. ©
To use a front or rear seat shoulder harness, fasten and adjust the
7-12
SECTION 7
CESSNA
MODEL 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
STANDARD SHOULDER
HARNESS
=.
=r
NARROS RELEASE STRAP
(Pull up when lengthening
harness)
FREE END OF HARNESS
(Pull down to tighten)
mg dng pat?
(PILOT'S SEAT SHOWN)
SHOULDER HARNESS
he CONNECTING LINK
(Snap onto retaining stud on
seat belt link to attach harness)
man,
mri
Hp mg,
E a,
=.
SEAT BELT BUCKLE HALF
{Mon adjustable)
as
"а
SEAT BELT/SHOULDER
HARNESS WITH INERTIA
REEL
> —— ”
%
ii
Е
4
SEAT BELT LINK HALF Pod
AND SHOULDER HARNESS i :
RETAINING STUD i i
7 E
: !
_ FREE END OF SEAT BELT i
{Pull to tighten) i
“о”
SEAT BELT/SHOULDER HARNESS
ADJUSTABLE LINK
{Position link just below shoulder
level; pull link and harness down-
ward to connect to seat belt buckle)
SEAT BELT BUCKLE
{Non adjustable)
Figure 7-4. Seat Belts and Shoulder Harnesses
7-13
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
seat belt first. Lengthen the harness as required by pulling on the con-
necting link on the end of the harness and the narrow release strap. Snap
the connecting link firmly onto the retaining stud on the seat belt link half.
Then adjust to length. A properly adjusted harness will permit the occu-
pant to lean forward enough to sit completely erect, but prevent excessive
forward movement and contact with objects during sudden deceleration.
Also, the pilot will want the freedom to reach all controls easily.
Removing the shoulder harness is accomplished by pulling upward on
the narrow release strap, and removing the harness connecting link from €7
the stud on the seat beit link, In an emergency, the shoulder harness may
be removed by releasing the seat belt first and allowing the harness, still
attached to the link half of the seat belt, to drop to the side of the seat.
INTEGRATED SEAT BELT /SHOULDER HARNESSES WITH INERTIA REELS
Integrated seat belt/shoulder harnesses with inertia reels are avail- | ^^^
able for the pilot and front seat passenger. The seat belt/shoulder har-
nesses extend from inertia reels located in the cabin top structure,
through slots in the overhead console marked PILOT and COPILOT, to
attach points inboard of the two front seats. A separate seat belt half and
buckle is located outboard of the seats. Inertia reels allow complete free- «=.
dom of body movement. However, in the event of a sudden deceleration,
they will lock automatically to protect the occupants.
To use the seat belt/shoulder harness, position the adjustable metal
link on the harness at about shoulder level, pull the link and harness down-
ward, and insert the link in the seat belt buckle. Adjust belt tension
across the lap by pulling upward on the shoulder harness. Removal is ac-
complished by releasing the seat belt buckle, which will allow the inertia
reel to pull the harness inboard of the seat.
ENTRANCE DOORS AND CABIN WINDOWS
Entry to, and exit from the airplane is accomplished through either of
two entry doors, one on each side of the cabin at the front seat positions
(refer to Section 6 for cabin and cabin door dimensions). The doors incor-
porate a recessed exterior door handle, a conventional interior door han-
dle, a key-operated door lock (left door only), a door stop mechanism, and
an openable window in the left door. An openable right door window is
also available.
RE
To open the doors from outside the airplane, utilize the recessed door
handle near the aft edge of each door. Depress the forward end of the
handle to rotate it out of its recess, and then pull outboard. To close or
7-14
er
CESSNA | SECTION 7
MODEL 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
open the doors from inside the airplane, use the combination door handle
and arm rest. The inside door handle has three positions and a placard
at its base which reads OPEN, CLOSE, and LOCK. The handle is spring-
loaded to the CLOSE (up) position. When the door has been pulled shut
and latched, lock it by rotating the door handle forward to the LOCK posi-
tion (flush with the arm rest). When the handle is rotated to the LOCK
position, an over-center action will hold it in that position. Both cabin
doors should be locked prior to flight, and should not be opened intention-
ally during flight,
NOTE
Accidental opening of a cabin door in flight due to improper
closing does not constitute a need to land the airplane. The
best procedure is to set up the airplane in a trimmed condi-
tion at approximately 80 knots, open a window, momen-
tarily shove the door outward slightly, and forcefully
close and lock the door,
Exit from the airplane is accomplished by rotating the door handle
from the LOCK position, past the CLOSE position, aft to the OPEN posi-
tion and pushing the door open. To lock the airplane, lock the right cabin
door with the inside handle, close the left cabin door, and using the igni-
tion key, lock the door.
The left cabin door is equipped with an openable window which is held
in the closed position by a lock button equipped over-center latch on the
lower edge of the window frame. To open the window, depress the lock
button and rotate the latch upward. The window is equipped with a spring-
loaded retaining arm which will help rotate the window outward and hold it
there. An openable window is also available for the right door, and func-
tions in the same manner as the left window. If required, either window
may be opened at any speed up to 179 knots, The cabin top windows (if in-
stalled), rear side windows, and rear window are of the fixed type and
cannot be opened.
CONTROL LOCKS
A control lock is provided to lock the ailerons and elevator control
surfaces in a neutral position and prevent damage to these systems by
wind buffeting while the airplane is parked. The lock consists of a shaped
steel rod with a red metal flag attached to it. The flag is labeled CON-
TROL LOCK, REMOVE BEFORE STARTING ENGINE. To install the con-
~ trol lock, align the hole in the top of the pilot's control wheel shaft with
the hole in the top of the shaft collar on the instrument panel and insert
the rod into the aligned holes. Proper installation of the lock will place
the red flag over the ignition switch. In areas where high or gusty winds
7-15
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
occur, a control surface lock should be installed over the vertical stabi-
lizer and rudder. The control lock and any other type of locking device
should be removed prior to starting the engine,
ENGINE
The airplane is powered by a horizonfally-opposed, six-cylinder,
overhead-valve, air-cooled, carbureted engine with a wet sump oil
system. The engine is à Continental Model O-470-U and is rated at 230
horsepower at 2400 RPM. Major accessories include a propeller gover-
nor on the front of the engine and dual magnetos, starter, belt-driven
alternator, and vacuum pump on the rear of the engine. Provisions are
also made for a full flow oil filter.
ENGINE CONTROLS
Engine manifold pressure is controlled by a throttle located on the amc,
lower center portion of the instrument panel. The throttle operates in a
conventional manner; in the full forward position, the throttle is open, and
in the full aft position, it is closed. A friction lock, which is a round knurl-
ed disk, is located at the base of the throttle and is operated by rotating the
lock clockwise to increase friction or counterclockwise to decrease it,
The mixture control, mounted near the propeller control, is a red knob
with raised points around the circumference and is equipped with a lock
button in the end of the knob. The rich position is full forward, and full aft
is the idle cut-off position. For small adjustments, the control may be
moved forward by rotating the knob clockwise, and aft by rotating the knob “>
counterclockwise. For rapid or large adjustment, the knob may be moved
forward or aft by depressing the lock button in the end of the control, and
then positioning the control as desired.
ENGINE INSTRUMENTS
Engine operation is monitored by the following instruments: oil pres- р
sure gage, oil temperature gage, cylinder head temperature gage, tachom-
eter, and manifold pressure gage. An economy mixture (EGT) indicator
and carburetor air temperature gage are also available.
The oil pressure gage, located on the right side of the instrument
panel, is operated by oil pressure. A direct pressure oil line from the
engine delivers oil at engine operating pressure to the oil pressure gage. ___
Gage markings indicate that minimum idling pressure is 10 PSI (red line),
the normal operating range is 30 to 60 PSI (green arc), and maximum pres-
sure is 100 PSI (red line).
Oil temperature is indicated by a gage adjacent to the oii pressure
7-16
“ани”
CESSNA SECTION 7
MODEL 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
gage. The gage is operated by an electrical-resistance type temperature
sensor which receives power from the airplane electrical system. Oil
temperature limitations are the normal operating range (green arc) which
is 38°C (100°F) to 116°C (240°F), and the maximum (red line) which is
116°C (240° F).
The cylinder head temperature gage, under the left fuel quantity indi-
cator, is operated by an electrical-resistance type temperature sensor
on the engine which receives power from the airplane electrical system.
Temperature limitations are the normal operating range (green arc) which
is 93°C (200°F) to 238°C (460°F) and the maximum (red line) which is
238°C (460° F).
The engine-driven mechanical tachometer is located on the lower right
side of the instrument panel. The instrument is calibrated in increments
of 100 RPM and indicates both engine and propeller speed. An hour meter
below the center of the tachometer dial records elapsed engine time in
hours and tenths. Instrument markings include a normal operating range
(green arc) of 2100 to 2400 RPM, and a maximum (red line) of 2400 RPM,
The manifold pressure gage is located on the right side of the instru-
ment panel above the tachometer. The gage is direct reading and indicates .
induction air manifold pressure in inches of mercury. It has a normal
operating range (green arc) of 15 to 23 inches of mercury.
An economy mixture (EGT) indicator is available for the airplane and
is located on the right side of the instrument panel. A thermocouple probe
in the right exhaust stack assembly measures exhaust gas temperature and
transmits it to the indicator. The indicator serves as a visual aid to the
pilot in adjusting cruise mixture. Exhaust gas temperature varies with
with fuel-to-air ratio, power, and RPM. However, the difference between
the peak EGT and the EGT at the cruise mixture setting is essentially con-
stant and this provides a useful leaning aid. The indicator is equipped with
a manually positioned peak EGT reference pointer.
À carburetor air temperature gage may be installed on the right side
of the instrument panel to help detect carburetor icing conditions. The
gage is marked in 5° increments from -30°C to +30°C, and has a yellow
arc between -15°C and +5°C which indicates the temperature range most
conducive to icing in the carburetor. A placard on the lower half of the
gage face reads KEEP NEEDLE OUT OF YELLOW ARC DURING POS-
SIBLE CARBURETOR ICING CONDITIONS.
NEW ENGINE BREAK-IN AND OPERATION
The engine underwent a run-in at the factory and is ready for the full
range of use, IT is, however, suggested that cruising be accomplished at
7-17
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
75% power until a total of 50 hours has accumulated or oil consumption
has stabilized. This will ensure proper seating of the rings, ат
The airplane is delivered from the factory with corrosion preventive
oil in the engine. If, during the first 25 hours, oil must be added, use
only aviation grade straight mineral oil conforming to Specification No.
MIL-L-6082.
ENGINE OIL SYSTEM
Oil for engine lubrication and propeller governor operation is supplied
from a sump on the bottom of the engine. The capacity of the sump is 12
quarts (one additional quart is required if a full flow oil filter is installed).
Oil is drawn from the sump through a filter screen on the end of a pickup
tube to the engine-driven oil pump. Oil from the pump passes through an
oil pressure screen (full flow oil filter, if installed), a pressure relief
valve at the rear of the right oil gallery, and a thermostatically controlled
oil cooler. Oil from the cooler is then circulated to the left gallery and
propeller governor. The engine parts are then lubricated by oil from the
galleries. After lubricating the engine, the oil returns to the sump by grav-
ity. If a full flow oil filter is installed, the filter adapter is equipped with
a bypass valve which will cause lubricating oil to bypass the filter in the a
event the filter becomes plugged, or the oil temperature is extremely cold.
An oil dipstick is located at the rear of the engine on the left side, and
an oil filler tube is on top of the crankcase near the front of the engine,
The dipstick and oil filler are accessible through doors on the engine cowl- ...
ing. The engine should not be operated on less than nine quarts of oil. To
minimize loss of oil through the breather, fill to 10 quarts for normal
flights of less than three hours. For extended flight, fill to 12 quarts (dip-
stick indication only). For engine oil grade and specifications, refer to
Section 8 of this handbook.
The oil cooler may be replaced by a non-congealing oil cooler for
operations in temperatures consistently below -7°C (20°F). The non-
congealing oil cooler provides improved oil flow at low temperatures.
Once installed, the non-congealing oil cooler is approved for permanent
use in both hot and cold weather.
An oil quick-drain valve is available to replace the drain plug on
the bottom of the oil sump, and provides quicker, cleaner draining of a
the engine oil. To drain the oil with this valve, slip a hose over the end
of the valve and push upward on the end of the valve until it snaps into
the open position. Spring clips will hold the valve open. After drain-
ing, use a suitable tool to snap the valve into the extended (closed)
position and remove the drain hose.
7-18
тт”
CESSNA SECTION 7
MODEL 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
IGNITION-STARTER SYSTEM
Engine ignition is provided by two engine-driven magnetos, and two
spark plugs in each cylinder. The right magneto fires the lower left and
upper right spark plugs, and the left magneto fires the lower right and
upper left spark plugs. Normal operation is conducted with both magnetos
due to the more complete burning of the fuel-air mixture with dual ignition.
Ignition and starter operation is controlled by a rotary type switch lo-
cated on the left switch and control panel. The switch is labeled clockwise,
OFF, R, L, BOTH, and START. The engine should be operated on both
magnetos (BOTH position) except for magneto checks. The R and L posi-
tions are for checking purposes and emergency use only. When the switch
is rotated to the spring-loaded START position (with the master switch
in the ON position), the starter contactor is energized and the starter will
crank the engine. When the switch is released, it will automatically re-
turn to the BOTH position.
AIR INDUCTION SYSTEM
The engine air induction system receives ram air through an intake
in the lower front portion of the engine cowling. The intake is covered
by an air filter which removes dust and other foreign matter from the
induction air. Airflow passing through the filter enters an airbox.
After passing through the airbox, induction air enters the inlet in the
carburetor which is under the engine, and is then ducted to the engine
cylinders through intake manifold tubes. In the event carburetor ice is
encountered or the intake filter becomes blocked, alternate heated air
can be obtained from a shroud around an exhaust riser through a duct
to a valve, in the airbox, operated by the carburetor heat control on the
instrument panel. Heated air from the exhaust riser shroud is obtained
from unfiltered air inside the cowling. Use of full carburetor heat at
full throttle will result in a loss of approximately one to two inches of
manifold pressure.
EXHAUST SYSTEM
Exhaust gas from each cylinder passes through riser assemblies to a
muffler and tailpipe. The muffler is constructed with a shroud around the
outside which forms a heating chamber for cabin heater air.
CARBURETOR AND PRIMING SYSTEM
The engine is equipped with an up-draft, float-type, fixed jet carbu-
retor mounted on the bottom of the engine. The carburetor is equipped
with an enclosed accelerator pump, simplified fuel passages to prevent
7-19
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
vapor locking, an idle cut-off mechanism, and a manual mixture control.
Fuel is delivered to the carburetor by gravity flow from the fuel system. pr
In the carburetor, fuel is atomized, proportionally mixed with intake air,
and delivered to the cylinders through intake manifold tubes. The propor-
tion of atomized fuel to air is controlled, within limits, by the mixture
control on the instrument panel,
For easy starting in cold weather, the engine is equipped with a man-
ual primer. The primer is actually a small pump which draws fuel from
the fuel strainer when the plunger is pulled out, and injects it into the in-
take manifold when the plunger is pushed back in. The plunger knob, on
the instrument panel, is equipped with a lock, and after being pushed full
in, must be rotated either left or right until the knob cannot be pulled out.
COOLING SYSTEM
Ram air for engine cooling enters through two intake openings in the =>
front of the engine cowling. The cooling air is directed around the cylin-
ders and other areas of the engine by baffling, and is then exhausted
through cowl flaps on the lower aft edge of the cowling. The cowl flaps
are mechanically operated from the cabin by means of a cowl flap lever
on the right side of the control pedestal. The pedestal is labeled OPEN, a.
COWL FLAPS, CLOSED. During takeoff and high power operation, the
cowl flap lever should be placed in the OPEN position for maximum cool-
ing. This is accomplished by moving the lever to the right to clear a de-
tent, then moving the lever up to the OPEN position. Anytime the lever
is repositioned, it must first be moved to the right. While in cruise flight,
cowl flaps should be adjusted to keep the cylinder head temperature at ap-
proximately two-thirds of the normal operating range (green arc). During
extended let-downs, it may be necessary to completely close the cowl flaps
by pushing the cowl flap lever down to the CLOSED position.
A winterization kit is available and consists of two baffles which
attach to the air intakes in the cowling nose cap, a restrictive cover
plate for the induction air inlet, a placard to be installed on the instru- >
ment panel, and insulation for the crankcase breather line. This equip-
ment should be installed for operations in temperatures consistently
below -7°C (20°F). Once installed, the crankcase breather insulation is
approved for permanent use in both hot and cold weather.
PROPELLER 5.
The airplane has an all-metal, two-bladed, constant-speed, governor-
regulated propeller, A setting introduced into the governor with the pro-
peller control establishes the propeller speed, and thus the engine speed
to be maintained. The governor then controls flow of engine oil, boosted
7-20
“отн”
“щен”
CESSNA SECTION 7
MODE L 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
to high pressure by the governing pump, to or from a piston in the propel-
ler hub. Oil pressure acting on the piston twists the blades toward high
pitch (low RPM). When oil pressure to the piston in the propeller hub is
relieved, centrifugal force, assisted by an internal spring, twisis the
blades toward low pitch (high RPM).
A control knob on the lower center portion of the instrument panel is
used to set the propeller and control engine RPM as desired for various
flight conditions. The knob is labeled PROP PITCH, PUSH INCR RPM.
When the control knob is pushed in, blade pitch will decrease, giving a
higher RPM. When the control knob is pulled out, the blade pitch increas-
es, thereby decreasing RPM. The propeller control knob is equipped with
a vernier feature which allows slow or fine RPM adjustments by rotating
the knob clockwise to increase RPM, and counterclockwise to decrease it.
To make rapid or large adjustments, depress the button on the end of the
control knob and reposition the conirol as desired.
FUEL SYSTEM
The airplane may be equipped with either a standard fuel system or
a long range system (see figure 7-6). Both systems consist of two
vented fuel tanks (one in each wing), a four-position selector valve, fuel
strainer, manual primer, and carburetor.” Refer to figure 7-5 for fuel
quantity data for both systems.
Fuel flows by gravity from the two wing tanks to a four-position
selector valve, labeled BOTH, RIGHT, LEFT, and OFF. With the selec-
tor valve in either the BOTH, LEFT, or RIGHT position, fuel flows
through a strainer to the carburetor. From the carburetor, mixed fuel
and air flows to the cylinders through intake manifold tubes. The manual
primer draws its fuel from the fuel strainer and injects it into the intake
manifold.
FUEL QUANTITY DATA (U. S. GALLONS)
Us ABLE FUEL TOTAL TOTAL
TANKS UNUSABLE FUEL
ALL FLIGHT FUEL VOLUME
CONDITIONS
STANDARD
(30.5 Gal, Each) 56 5 61
LONG RANGE
(40 Gal. Each) 75 5 80
Figure 7-5. Fuel Quantity Data
7-21
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
AT VENTED FILLER CAPS >
1 | МЕ 7
VENT
|! FUEL SELECTOR H[
LEFT FUEL TANK RIGHT FUEL TANK
TO INTAKE
FUEL MANIFOLD
STRAINER E ENGINE
| PRIMER
THROTTLE |
[+ ~ CARBURETOR |.
a
——
=
MIXTURE TO ENGINE
CONTROL KNOB CYLINDERS
+
CODE
To ensure maximum fuel
capacity during refueling, =
place the fuel selector ЧИ
valve handle in either — 1 VENT м
LEFT or RIGHT position MECHANICAL
to prevent crossieeding. === LINKAGE
FUEL SUPPLY
Figure 7-6. Fuel System (Standard and Long Range)
7-22
ls ca
ge
“re”
CESSNA SECTION 7
MODEL 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
Fuel system venting is essential to system operation. Complete block-
age of the venting system will result in collapsing of the bladder cells, a
decreasing fuel flow and eventual engine stoppage. Venting of the right
tank is accomplished by an interconnecting line from the left tank. The
left fuel tank is vented overboard through a vent line which is equipped
with a check valve, and protrudes from the bottom surface of the left wing
near the wing strut attach point. The fuel filler caps are equipped with
vacuum operated vents which open, allowing air into the tanks, should the
fuel tank vent line become blocked.
Fuel quantity is measured by two float-type fuel quantity transmitters
(one in each tank) and indicated by two electrically-operated fuel quantity
indicators on the right side of the instrument panel. An empty tank is in-
dicated by a red line and the letter E. When an indicator shows an empty
tank, approximately 2.5 gallons remain in a standard tank, or 3 gallons
remain in a long range tank as unusable fuel. The indicators cannot be
relied upon for accurate readings during skids, slips, or unusual attitudes.
If both indicator pointers should rapidly move to a zero reading, check the
cylinder head temperature and oil temperature gages for operation. If
these gages are not indicating, an electrical malfunction has occurred.
The fuel selector valve should be in the BOTH position for takeoff,
climb, landing, and maneuvers that involve prolonged slips or skids, Op-
eration from either LEFT or RIGHT tank is reserved for cruising flight,
NOTE
When the fuel selector valve handle is in the BOTH posi-
tion in cruising flight, unequal fuel flow from each tank
may occur if the wings are not maintained exactly level.
Resulting wing heaviness can be alleviated gradually by
turning the selector valve handle to the tank in the
"heavy" wing,
NOTE
It is not practical to measure the time required to con-
sume all of the fuel in one tank, and, after switching to
the opposite tank, expect an equal duration from the
remaining fuel. The airspace in both fuel tanks is inter-
connected by a vent line and, therefore, some sloshing
of fuel between tanks can be expected when the tanks are
nearly full and the wings are not level.
The fuel system is equipped with drain valves to provide a means for
the examination of fuel in the system for contamination and grade. The
system should be examined before the first flight of every day and after
each refueling, by using the sampler cup provided to drain fuel from the
7-23
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
wing tank sumps, and by utilizing the fuel strainer drain under an access
panel on the left side of the engine cowling. The fuel tanks should be
filled after each flight to prevent condensation.
BRAKE SYSTEM
The airplane has a single-disc, hydraulically-actuated brake on each
main landing gear wheel. Each brake is connected, by a hydraulic line,
to a master cylinder attached to each of the pilot's rudder pedals. The
brakes are operated by applying pressure to the top of either the left
(pilot's) or right (copilot's) set of rudder pedals, which are interconnected.
When the airplane is parked, both main wheel brakes may be set by utiliz-
ing the parking brake which is operated by a handle under the left side of
the instrument panel. To apply the parking brake, set the brakes with the
rudder pedals, pull the handle aft, and rotate it 90° down.
For maximum brake life, keep the brake system properly maintained,
and minimize brake usage during taxi operations and landings.
Some of the symptoms of impending brake failure are: gradual
decrease in braking action after brake application, noisy or dragging
brakes, soft or spongy pedals, and excessive travel and weak braking
action. If any of these symptoms appear, the brake system is in need
of immediate attention. If, during taxi or landing roll, braking action
decreases, let up on the pedals and then re-apply the brakes with heavy
pressure. If the brakes become spongy or pedal travel increases,
pumping the pedals should build braking pressure. If one brake be-
comes weak or fails, use the other brake sparingly while using oppo-
site rudder, as required, to offset the good brake.
ELECTRICAL SYSTEM
Electrical energy (see figure 7-7) is supplied by a 14-volt, direct-
current system powered hy an engine-driven, 60-amp alternator. The
12-volt, 33-amp hour battery is located in the tailcone aft of the baggage
compartment wall. Power is supplied to all electrical circuits through a
split bus bar, one side containing electronic system circuits and the other
side having general electrical system circuits. Both sides of the bus are
on at all times except when either an external power source is connected
or the starter switch is turned on; then a power contactor is automatically
activated to open the circuit to the electronic bus. Isolating the electronic
circuits in this manner prevents harmful transient voltages from damaging
the transistors in the electronic equipment,
7-24
—
==
E
EE >.
No
CESSNA
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
TO CIGAR LIGHTER (WITH CIRCUIT
BREAKER)
TO LANDING LIGHTS
TO NAVIGATION LIGHTS |
ELECTHOLUMINESCENT LIGHTING
AND CONTROL WHEEL MAP LIGHT
TO AUDIO MUTING RELAY
TO HEATED PITOT AND STALL
WARNING SYSTEM
TO FUEL QUANTITY INDICATORS
CYLINDER HEAD TEMP. GAGE AND
CARBURETOR AIR TEMPERATURE
GAGE
TO IGNITION SWITCH
TO ALT BUS
TO INSTRUMENT LIGHTING,
PEDESTAL LIGHTING, GLARE SHIELD
MOUNTED MAF LIGHT, COMPASS
LIGHT AND OXYGEN LIGHTING
TO POST LIGHTING
TO DOME AND COURTESY LIGHTS
TO WING FLAP SYSTEM
TO ELECTRIC TRIM CIRCUIT BREAKER
ON CONTROL PEDESTAL
TO FLASHING BEACON
TE RADIO OR TRANSPONDER AND
ENCODING ALTIMETER
TO RADIO
TO RADIO
TO RADIO
TO AUTOMATIC PILOT
TO AUDIO AMPLIFIER
FROM PRIMARY BUS
TOC OYER-YOLTAGE SENSOR AND
MASTER SWITCH
TG OVER-VOLTAGE WARNING LIGHT
TO TURN COORDINATOR OR TURN
AND BANK INDICATOR
TO STALL WARNING SYSTEM
REGULATOR =
` T ALTERNATOR
* fe. в С
OVER- A Je ||
VOLTAGE \ 1
WARNING О
LIGHT ——i TO ALT REG CIRCUIT BREAKER ALT
P
+ LA
_ OveR- |
MASTER = VOLTAGE M
SWITCH , SENSOR To A
В ALT REG X
CIRCUIT 8 er
AL BREAKER Y
STARTER L a
CONTACTOR - AMMETER 0) =
u
| =
GROUND O
4 SERVICE CABIN
REVERSE PLUG LIGHT
POLARITY RECEPTACLE
CONTACTOR
О
Ÿ FLAP
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+} CAPACITOR (NOISE FILTER) = т
MACNETOS STROBE LIGHTS
Figure 7-7. Electrical System
7-25
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
MASTER SWITCH
The master switch is a split-rocker type switch labeled MASTER, and
is ON in the up position and OFF in the down position. The right half of
the switch, labeled BAT, controls all electrical power to the airplane,
The left half, labeled ALT, controls the alternator.
Normally, both sides of the master switch should be used simulta-
neously; however, the BAT side of the switch could be turned ON separate-
ly to check equipment while on the ground. The ALT side of the switch,
when placed in the OFF position, removes the alternator from the electri-
cal system. With this switch in the OFF position, the entire electrical
load is placed on the battery. Continued operation with the alternator
switch in the OFF position will reduce battery power low enough to open
the battery contactor, remove power from the alternator field, and pre-
vent alternator restart.
AMMETER
The ammeter indicates the flow of current, in amperes, from the al-
ternator to the battery or from the battery to the airplane electrical sys-
tem. When the engine is operating and the master switch is turned on,
the ammeter indicates the charging rate applied to the battery. In the
event the alternator is not functioning or the electrical load exceeds the
output of the alternator, the ammeter indicates the battery discharge rate.
OVER-VOLTAGE SENSOR AND WARNING LIGHT
The airplane is equipped with an automatic over-voltage protection
system consisting of an over-voltage sensor behind the instrument panel
and a red warning light, labeled HIGH VOLTAGE, near the manifold pres-
sure gage.
In the event an over-voltage condition occurs, the over -voltage sensor
automatically removes alternator field current and shuts down the alter-
nator. The warning light will then turn on, indicating to the pilot that the
alternator is not operating and the battery is supplying 2ll electrical power.
The over-voltage sensor may be reset by turning the master switch
off and back on again. If the warning light does not illuminate, normal
alternator charging has resumed; however, if the light does illuminate
again, a malfunction has occurred, and the flight should be terminated as
soon as practical.
The warning light may be tested by momentarily turning off the ALT
portion of the master switch and leaving the BAT portion turned on.
7-26
E
on
A
“от”
——
CESSNA SECTION 7
MODEL 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
CIRCUIT BREAKERS AND FUSES
Most of the electrical circuits in the airplane are protected by *'push-
~ to-reset' circuit breakers mounted on the left side of the instrument panel.
Exceptions to this are the battery contactor closing (external power) circuit,
clock, and flight hour recorder circuits which have fuses mounted near the
battery. The control wheel map light is protected by the NAV LIGHT cir-
cuit breaker on the instrument panel, and a fuse behind the panel. The
cigar lighter is equipped with a manually reset circuit breaker, on the back
of the lighter, and is also protected by the LDG LIGHTS circuit breaker,
GROUND SERVICE PLUG RECEPTACLE
A ground service plug receptacle may be installed to permit the use
of an external power source for cold weather starting and during lengthy
maintenance work on the airplane electrical system (with the exception of
electronic equipment), The receptacle is located behind a door on the left
side of the fuselage near the aft edge of the cowling.
NOTE
Electrical power for the airplane electrical circuits is
provided through a split bus bar having all electronic
circuits on one side of the bus and other electrical cir-
cuits on the other side of the bus. When an external
power source is connected, a contactor automatically
opens the circuit to the electronic portion of the split
bus bar as a protection against damage to the transis-
tors in the electronic equipment by transient voltages
from the power source. Therefore, the external power
source can not be used as a source of power when check-
ing electronic components.
Just before connecting an external power source (generator type or’
battery cart), the master switch should be turned on.
- The ground service plug receptacle circuit incorporates a polarity re-
versal protection. Power from the external power source will flow only
if the ground service plug is correctly connected to the airplane. If the
plug is accidenfally connected backwards, no power will flow to the elec-
trical system, thereby preventing any damage to electrical equipment.
The battery and external power circuits have been designed to com-
pletely eliminate the need to "jumper' across the battery contactor to
close it for charging a completely ''dead' battery. A special fused circuit
in the external power system supplies the needed "jumper" across the
7-27
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
contacts so that with a "dead" battery and an external power source ap-
plied, turning on the master switch will close the battery contactor.
LIGHTING SYSTEMS
EXTERIOR LIGHTING
Conventional navigation lights are located on the wing tips and tail
stinger, and dual landing lights are installed in the cowl nose cap. Addi- AE
tional lighting is available and includes a strobe light on each wing tip, a
flashing beacon on top of the vertical stabilizer, and two courtesy lights,
one under each wing, just outboard of the cabin door, The courtesy lights
are operated by a switch located on the left rear door post. All exterior
lights, except the courtesy lights, are controlled by rocker type switches
on the left switch and control panel. The switches are ON in the up posi-
tion and OFF in the down position, ps
The flashing beacon should not be used when flying through clouds or
overcast; the flashing light reflected from water droplets or particles in
the atmosphere, particularly at night, can produce vertigo and loss of
orientation. -—
The two high intensity strobe lights will enhance anti-collision protec-
tion, However, the lights should be turned off when taxiing in the vicinity
of other aircraft, or during night flight through clouds, fog or haze.
=
A
=
INTERIOR LIGHTING
Instrument and control panel lighting is provided by flood, electro-
luminescent, and integral lighting, with post lighting also available. All
light intensity is controlled by one dual rheostat, with concentric control
knobs, and one single rheostat, labeled LWR PANEL, ENG-RADIO, and
INSTRUMENTS respectively. Both the dual and single rheostat conirols
rotate clockwise from dim to bright, and are located on the left switch and ==
control panel. If post lighting is installed, a rocker-type selector switch
next to the INSTRUMENTS rheostat control is used to select either post
lighting or flood lighting. The switch is labeled LIGHTS, POST, FLOOD.
The marker beacon control panel, and switches and controls on the
lower part of the instrument panel are lighted by electroluminescent panels
which do not require light bulbs for illumination. To utilize this lighting,
turn on the NAV LIGHT switch and adjust light intensity with the small
(inner) control knob of the concentric control knobs labeled LWR PANEL,
ENG-RADIO. Electroluminescent lighting is not affected by the selection
of post or flood lighting.
MET
7-28
cy
“rer
CESSNA SECTION 7
MODEL 1826) AIRPLANE & SYSTEMS DESCRIPTIONS
Instrument panel flood lighting consists of four red flood lights on the
underside of the anti-glare shield, and two red flood lights in the forward
part of the overhead console, To use flood lighting, place the POST-
FLOOD selector switch (if installed) in the FLOOD position and adjust light
intensity with the INSTRUMENTS rheostat control knob,
The instrument panel may be equipped with post lights which are
mounted at the edge of each instrument or control and provide direct
lighting. The lights are operated by placing the POST-FLOOD selector
switch in the POST position and adjusting light intensity with the INSTRU-
MENTS rheostat control knob. Switching to post lights will automatically
turn off flood lighting.
The engine instrument cluster, radio equipment, and magnetic com-
pass have integral lighting and operate independently of post or flood
lighting, The light intensity of instrument cluster and radio equipment
lighting is controlled by the large (outer) control knob of the concentric
control knobs labeled LWR PANEL, ENG-RADIO. Magnetic compass
lighting intensity is controlled by the INSTRUMENTS rheostat control knob.
The airplane is equipped with a dome light aft of the overhead console.
The light is operated by a slide-type switch, aft of the light lens, which
turns the light on when moved to the right.
The control pedestal has two integral lights and, if the airplane is
equipped with oxygen, the overhead console is illuminated by post lights.
Pedestal and console light intensity is controlled by the large (outer)
control knob of the concentric control knobs labeled LWR PANEL, ENG-
RADIO.
Map lighting is provided by overhead console map lights and an anti-
glare shield mounted map light. The airplane may also be equipped with
a control wheel map light. The overhead console map lights operate in
conjunction with instrument panel flood lighting and consist of two open-
ings just aft of the red instrument panel flood lights. The map light
openings have sliding covers controlled by small round knobs which un-
cover the openings when moved toward each other. The covers should
be kept closed unless the map lights are required. A map light and toggle
switch, mounted in front of the pilot on the underside of the anti-glare
shield, is used for illuminating approach plates or other charts when using
a control wheel mounted approach plate holder. The switch is labeled
MAP LIGHT, ON, OFF and light intensity is controlled by the INSTRU-
MENTS control knob. A map light mounted on the bottom of the pilot's
control wheel (if installed) illuminates the lower portion of the cabin in
front of the pilot, and is used for checking maps and other flight data dur-
ing night operation, The light is utilized by turning on the NAV LIGHT
7-29
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
switch, and adjusting light intensity with the rheostat control knob on the
bottom of the control wheel.
}
The most probable cause of a light failure is a burned out bulb; how-
ever, in the event any of the lighting systems fail to illuminate when turn-
ed on, check the appropriate circuit breaker. If the circuit breaker has
opened (white button popped out), and there is no obvious indication of a
short circuit (smoke or odor), turn off the light switch of the affected
lights, reset the breaker, and turn the switch on again. If the breaker
opens again, do not reset it. a
¡E
CABIN HEATING, VENTILATING AND
DEFROSTING SYSTEM
The temperature and volume of airflow into the cabin can be regulated
to any degree desired by manipulation of the push-pull CABIN HEAT and
CABIN AIR control knobs (see figure 7-8). Both control knobs are the
double button type with locks to permit intermediate settings.
rey
NOTE +
For improved partial heating on mild days, pull out the
CABIN AIR knob slightly when the CABIN HEAT knob is
out. This action increases the airflow through the sys-
tem, increasing efficiency, and blends cool outside air . PT
with the exhaust manifold heated air, thus eliminating
the possibility of overheating the system ducting.
Front cabin heat and ventilating air is supplied by outlet holes spaced
across a cabin manifold just forward of the pilot's and copilot's feet. Rear
cabin heat and air is supplied by two ducts from the manifold, one extend-
ing down each side of the cabin to an outlet at the front door post at floor
level. Windshield defrost air is also supplied by a duct leading from the
cabin manifold to an outlet on top of the anti-glare shield. Defrost air
flow is controlled by a rotary type knob labeled DEFROST.
For cabin ventilation, pull the CABIN AIR knob out, with the CABIN
HEAT knob pushed full in. To raise the air temperature, pull the CABIN
HEAT knob out until the desired temperature is attained. Additional heat — __
is available by pulling the knob out farther; maximum heat is available
with the CABIN HEAT knob pulled out and the CABIN AIR knob pushed full
in.
Separate adjustable ventilators supply additional ventilation air to the
7-30
mere
—
“CESSNA SECTION 7
MODEL 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
v
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Figure 7-8. Cabin Heating, Ventilating, and Defrosting System
7-31
SECTION 7 CESSNA
AIRPLANE € SYSTEMS DESCRIPTIONS MODEL 182Q
cabin. One near each upper corner of the windshield supplies air for the
pilot and copilot, and two ventilators are available for the rear cabin area |
to supply air to the rear seat passengers. Each rear ventilator outlet can
be adjusted in any desired direction by moving the entire outlet to direct
the airflow up or down, and by moving a tab protruding from the center of
the outlet left or right to obtain left or right airflow. Ventilation airflow
may be closed off completely, or partially closed according to the amount
of airflow desired, by rotating an adjustment wheel adjacent to the outlet.
PITOT-STATIC SYSTEM AND INSTRUMENTS
The pitot-static system supplies ram air pressure to the airspeed in-
dicator and static pressure to the airspeed indicator, rate-of-climb indica-
tor and altimeter. The system is composed of either an unheated or heated
pitot tube mounted on the lower surface of the left wing, two external static =.
ports on the lower left and right sides of the forward fuselage, and the
associated plumbing necessary to connect the instruments to the sources.
The heated pitot system consists of a heating element in the pitot
tube, a rocker-type switch labeled PITOT HEAT, a 15-amp circuit breaker
on the switch and control panel, and associated wiring. When the pitot
heat switch is turned on, the element in the pitot tube is heated electri-
cally to maintain proper operation in possible icing conditions. Pitot heat
should be used only as required.
A static pressure alternate source valve may be installed adjacent to Si
the parking brake for use when the external static source is malfunctioning.
This valve supplies static pressure from inside the cabin instead of the
external static ports,
If erroneous instrument readings are suspected due to water or ice in
the pressure line going to the standard external static pressure source,
the alternate static source valve should be pulled on. PE
Pressures within the cabin will vary with open cabin ventilators and
windows. Refer to Sections 3 and 5 for the effect of varying cabin pres-
sures on airspeed and altimeter readings.
AIRSPEED INDICATOR
The airspeed indicator is calibrated in knots and miles per hour, Lim-
itation and range markings include the white arc (45 to 95 knots), green arc
(48 to 143 knots), yellow arc (143 to 179 knots), and a red line (179 knots).
If a true airspeed indicator is installed, it is equipped with a rotatable
7-32
—
CESSNA SECTION 7
MODEL 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
ring which works in conjunction with the airspeed indicator dial in a man-
ner similar to the operation of a flight computer. To operate the indicator,
first rotate the ring until pressure altitude is aligned with outside air tem-
perature in degrees Fahrenheit. Pressure altitude should not be confused
with indicated altitude, To obtain pressure altitude, momentarily set the
barometric scale on the altimeter to 29.92 and read pressure altitude on
the altimeter. Be sure to return the altimeter barometric scale to the
original barometric setting after pressure altitude has been obtained.
Having set the ring to correct for altitude and temperature, then read the
airspeed shown on the rotatable ring by the indicator pointer. For best
accuracy, this indication should be corrected to calibrated airspeed by
referring to the Airspeed Calibration chart in Section 5. Knowing the cali-
brated airspeed, read true airspeed on the ring opposite the calibrated
airspeed.
RATE-OF-CLIMB INDICATOR
The rate-of-climb indicator depicts airplane rate of climb or descent
in feet per minute. The pointer is actuated by atmospheric pressure
changes resulting from changes of altitude as supplied by the static source.
ALTIMETER
Airplane altitude is depicted by a barometric type altimeter. A knob
near the lower left portion of the indicator provides adjustment of the in-
strument's barometric scale to the current altimeter setting,
VACUUM SYSTEM AND INSTRUMENTS
An engine-driven vacuum system (see figure 7-9) provides the suction
necessary to operate the attitude indicator and directional indicator. The
system consists of 2 vacuum pump mounted on the engine, a vacuum re-
lief valve and vacuum system air filter on the aft side of the firewall be-
low the instrument panel, and instruments (including a suction gage) on
the left side of the instrument panel.
ATTITUDE INDICATOR
The attitude indicator gives a visual indication of flight attitude. Bank
attitude is presented by a pointer at the top of the indicator relative to the
bank scale which has index marks at 10°, 20°, 30°, 60°, and 90° either side
of the center mark. Pitch and roll attitudes are presented by a miniature
airplane in relation to the horizon bar. A knob at the bottom of the instru-
ment is provided for in-flight adjustment of the miniature airplane to the
horizon bar for a more accurate flight attitude indication.
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL: 182Q
CODE mr to a
7 74 OVERBOARD
[CC] INLET AIR Z4 VENT LINE
VACUUM IN
GA DISCHARGE AIR
VACUUM
PUMP pe.
wil] he | VACUUM RELIEF VALVE
om
ATTITUDE
INDICATOR
SUCTION
‘GAGE |
DIRECTIONAL
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INDICATOR VACUUM SYSTEM
AIR FILTER
Figure 7-9, Vacuum System
7-34
rp
og
CESSNA SECTION 7
MODEL 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
DIRECTIONAL INDICATOR
A directional indicator displays airplane heading on a compass card
in relation to a fixed simulated airplane image and index. The directional
indicator will precess slightly over a period of time. Therefore, the com-
pass card should be set in accordance with the magnetic compass just prior
to takeoff, and occasionally re-adjusted on extended flights. A knob on the
lower left edge of the instrument is used to adjust the compass card to cor-
rect for any precession,
SUCTION GAGE
The suction gage is located on the left side of the instrument panel and
indicates, in inches of mercury, the amount of suction available for opera-
tion of the attitude indicator and directional indicator. The desired suction
range is 4,6 to 5.4 inches of mercury. A suction reading below this range
may indicate a system malfunction or improper adjustment, and in this
case, the indicators should not be considered reliable.
STALL WARNING SYSTEM
The airplane is equipped with a vane-type stall warning unit, in the
leading edge of the left wing, which is electrically connected to a stall
warning horn under the map compartment. A 5-amp circuit breaker pro-
tects the stall warning system. The vane in the wing senses the change in
airflow over the wing, and operates the warning horn at airspeeds between
9 and 10 knots above the stall in all configurations.
If the airplane has a heated stall warning system, the vane and sensor
unit in the wing leading edge is equipped with a heating element. The
heated part of the system is operated by the PITOT HEAT switch, and is
protected by the PITOT HEAT circuit breaker.
The stall warning system should be checked during the pre-flight in-
spection by momentarily turning on the master switch and actuating the
vane in the wing, The system is operational if the warning horn sounds
as the vane is pushed upward.
AVIONICS SUPPORT EQUIPMENT
The airplane may, at the owner's discretion, be equipped with vari-
ous types of avionics support equipment such as an audio control panel,
microphone-headset, and static dischargers. The following paragraphs
discuss these items.
7-35
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
AUTOMATIC AUDIO SELECTION
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2 Floc2 Nav?
X MIR FEL HONE PHONE —
atome VE — AUDIO SELECTOR
SELECTOR SELECTOR SWITCH SWITCH (TYPICAL)
SWITCH
Âs illustrated, the number 1 transmitter is selected, the AUTO selector switch is in
the SPEAKER position, and the NAV/COM 1, 2 and 3 and ADF 1 and 2 audio
selector switches are in the OFF position. With the switches set as shown, the pilot
will transmit on the number 1 transmitter and hear the number 1 NAV/COM re-
ceiver through the airplane speaker.
INDIVIDUAL AUDIO SELECTION
NO PEAR] REV SNS A/P
2 AUTOQ NAV/COM ADF | QloCI1 NAVI
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TRANSMITTER \ | AUTOMATIC AUDIO \Lauoio SELECTOR
SELECTOR SELECTOR SWITCH SWITCH (TYPICAL)
SWITCH
As illustrated, the number 1 transmitter is selected, the AUTO selector switch is
in the OFF position, the number 1 NAV/COM receiver is in the PHONE position,
and the number 1 ADF is in the SPEAKER position. With the switches set as
shown, the pilot will transmit on the number 1 transmitter and hear the number
1 NAV/COM receiver on a headset; while the passengers are listening to the ADF
audio through the airplane speaker. If another audio selector switch is placed in
either the PHONE or SPEAKER position, it will be heard simultaneously with
either the number 1 NAV/COM or number 1 ADF respectively.
Figure 7-10. Audio Control Panel
7-36
AE
E
CESSNA SECTION 7
MODEL 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
AUDIO CONTROL PANEL
Operation of radio equipment is covered in Section 9 of this handbook.
When one or more radios are installed, a transmitter/audio switching sys-
tem is provided (see figure 7-10). The operation of this switching system
is described in the following paragraphs.
TRANSMITTER SELECTOR SWITCH
A rotary type transmitter selector switch, labeled XMTR SEL, is
provided to connect the microphone to the transmitter the pilot desires
to use. To select a transmitter, rotate the switch to the number corres-
ponding to that transmitter. The numbers 1, 2 and 3 on the right side of
the switch correspond to the top, second and third transceivers in the
avionics stack. -
An audio amplifier is required for speaker operation, and is automati -
cally selected, along with the transmitter, by the transmitter selector
switch. As an example, if the number 1 transmitter is selected, the audio
amplifier in the associated NAV /COM receiver is also selected, and func-
tions as the amplifier for ALL speaker audio. In the event the audio am-
plifier in use fails, as evidenced by loss of all speaker audio, select
another transmitter. This should re-establish speaker audio. Headset
audio is not affected by audio amplifier operation.
AUTOMATIC AUDIO SELECTOR SWITCH
A toggle switch, labeled AUTO, can be used to automatically match
the appropriate NAV/COM receiver audio to the transmitter being select-
ed. To utilize this automatic feature, leave all NAV/COM receiver
switches in the OFF (center) position, and place the AUTO selector switch
in either the SPEAKER or PHONE position, as desired. Once the AUTO
selector switch is positioned, the pilot may then select any transmitter
and its associated NAV/COM receiver audio simultaneously with the trans-
mitter selector switch. If automatic audio selection is not desired, the
AUTO selector switch should be placed in the OFF (center) position.
NOTE
Using Cessna 300 Series Radios, sidetone (monitoring
of the operators own audio transmission) can be
heard in the headset by placing the AUTO selector
switch in the PHONE position. No sidetone will be
heard with the AUTO selector switch in either the
SPEAKER (speaker operation) or OFF (center) posi-
tion.
1-37
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTIONS MODEL 182Q
AUDIO SELECTOR SWITCHES
The audio selector switches, labeled NAV/COM 1, 2 and 3 and ADF
1 and 2, allow the pilot to initially pre-tune all NAV/COM and ADF re-
ceivers, and then individually select and listen to any receiver or com-
bination of receivers. To listen to a specific receiver, first check that
the AUTO selector switch is in the OFF (center) position, then place the
audio selector switch corresponding to that receiver in either the SPEAKER
(up) or PHONE (down) position. To turn off the audio of the selected re-
ceiver, place that switch in the OFF (center) position. If desired, the
audio selector switches can be positioned to permit the pilot to listen to
one receiver on a headset while the passengers listen to another receiver
on the airplane speaker.
E,
The ADF 1 and 2 switches may be used anytime ADF audio is desired.
If the pilot wants only ADF audio, for station identification or other rea-
sons, the AUTO selector switch (if in use) and all other audio selector eu
switches should be in the OFF position, If simultaneous ADF and NAV/
COM audio is acceptable to the pilot, no change in the existing switch po-
sitions is required. Place the ADF 1 or 2 switch in either the SPEAKER
or PHONE position and adjust radio volume as desired,
NOTE
If the NAV/COM audio selector switch corresponding to
the selected transmitter is in the PHONE position with
the AUTO selector switch in the SPEAKER position, all ii
audio selector switches placed in the PHONE position
will automatically be connected to both the airplane
speaker and any headsets in use,
MICROPHONE-HEADSET
The microphone-headset combination consists of the microphone and ~~
headset combined in a single unit and a microphone keying switch located
on the left side of the pilot's control wheel. The microphone-headset per-
mits the pilot to conduct radio communications without interrupting other
control operations to handle a hand-held microphone. Also, passengers
need not listen to all communications. The microphone and headset jacks
are located near the lower left corner of the instrument panel.
STATIC DISCHARGERS
If frequent IFR flights are planned, installation of wick-type static
7-38
т чей”
Tm
CESSNA SECTION 7
MODEL 182Q AIRPLANE & SYSTEMS DESCRIPTIONS
dischargers is recommended to improve radio communications during
flight through dust or various forms of precipitation (rain, snow or ice
crystals). Under these conditions, the build-up and discharge of static
electricity from the trailing edges of the wings, rudder, elevator, pro-
peller tips and radio antennas can result in loss of usable radio signals
on all communications and navigation radio equipment. Usually the
ADP is first to be affected and VHF communication equipment is the
last to be affected.
Installation of static dischargers reduces interference from precipi-
tation static, but it is possible to encounter severe precipitation static
conditions which might cause the loss of radio signals, even with static
dischargers installed. Whenever possible, avoid known severe precipi-
tation areas to prevent loss of dependable radio signals. If avoidance is
impractical, minimize airspeed and anticipate temporary loss of radio
signals while in these areas.
7-39/(7-40 blank)
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CESSNA
MODEL 182Q
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
SECTION 8
AIRPLANE HANDLING,
SERVICE & MAINTENANCE
TABLE OF CONTENTS
Introduction . ..
Identification Plate .
Owner Follow-Up System -
Publications . - ..
Airplane File . .
Airplane Inspection Periods .
FAA Required Inspections .
Cessna Progressive Care .
Cessna Customer Care Program .
Pilot Conducted Preventive Maintenance
Alterations or Repairs .-
Ground Handling .
Towing
Parking .
Tie-Down .
Jacking .
Leveling. .
Flyable Storage
Servicing . .
Engine Oil.
Fuel ‘
Landing Gear
Oxygen
Cleaning and Care . .
Windshield-Windows
Painted Surfaces .
Propeller Care.
~ Engine Care .
Interior Care
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8-12
8-13
8-13
8-14
8-1/(8-2 blank)
a
CESSNA SECTION 8
MODEL 182Q HANDLING, SERVICE
8z MAINTENANCE
INTRODUCTION
This section contains factory-recommended procedures for proper
ground handling and routine care and servicing of your Cessna. It also
identifies certain inspection and maintenance requirements which must
be followed if your airplane is to retain that new-plane performance and
dependability. If is wise to follow a planned schedule of lubrication and
preventive maintenance based on climatic and flying conditions encoun-
tered in your locality.
Keep in touch with your Cessna Dealer and take advantage of his
knowledge and experience. He knows your airplane and how to maintain
it. He will remind you when lubrications and oil changes are necessary,
and about other seasonal and periodic services.
IDENTIFICATION PLATE
All correspondence regarding your airplane should include the
SERIAL NUMBER. The Serial Number, Model Number, Production Cer-
tificate Number (PC) and Type Certificate Number (TC) can be found on
the Identification Plate, located on the left forward doorpost. Located
adjacent to the Identification Plate is a Finish and Trim Plate which con-
tains a code describing the interior color scheme and exterior paint com-
bination of the airplane. The code may be used in conjunction with an ap-
plicable Parts Catalog if finish and trim information is needed.
OWNER FOLLOW-UP SYSTEM
Your Cessna Dealer has an Owner Follow-Up System to notify you
when he receives information that applies to your Cessna. In addition, if
you wish, you may choose to receive similar notification, in the form of
Service Letters, directly from the Cessna Customer Services Department.
A subscription form is supplied in your Customer Care Program book for
your use, should you choose to request this service. Your Cessna Dealer
will be glad to supply you with details concerning these follow-up programs
and stands ready, through his Service Department, to supply you with fast
efficient, low-cost service.
PUBLICATIONS
Various publications and flight operation aids are furnished in the
8-3
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
airplane when delivered from the factory. These items are listed below.
CUSTOMER CARE PROGRAM BOOK
PILOT'S OPERATING HANDBOOK/SUPPLEMENTS FOR YOUR
AIRPLANE
AVIONICS AND AUTOPILOT
PILOTS CHECKLISTS
POWER COMPUTER
SALES AND SERVICE DEALER DIRECTORY
DO'S AND DON'TS ENGINE BOOKLET
The following additional publications, plus many other supplies that
are applicable to your airplane, are available from your Cessna Dealer.
all available items, many of which he keeps on hand. He will be happy to
SERVICE MANUALS AND PARTS CATALOGS FOR YOUR
AIRPLANE
ENGINE AND ACCESSORIES
AVIONICS AND AUTOPILOT
Your Cessna Dealer has a Customer Care Supplies Catalog covering
place an order for any item which is not in stock.
AIRPLANE FILE
There are miscellaneous data, information and licenses that are a
part of the airplane file. The following is a checklist for that file. In
addition, a periodic check should be made of the latest Federal Aviation
Regulations to ensure that all data requirements are met,
A.
8-4
To be displayed in the airplane at all times:
(1) Aircraft Airworthiness Certificate (FAA Form 8100-2).
(2) Aircraft Registration Certificate (FAA Form 8050-3).
(3) Aircraft Radio Station License, if transmitter installed (FCC
Form 556).
To be carried in the airplane at all times:
(1) Weight and Balance, and associated papers (latest copy of the
Repair and Alteration Form, FAA Form 337, if applicable).
(2) Equipment List,
CESSNA
MODEL 182Q
Sry
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CESSNA SECTION 8
MODEL 182Q HANDLING, SERVICE
& MAINTENANCE
C. To be made available upon request:
(1) Airplane Log Book.
(2) Engine Log Book.
Most of the items listed are required by the United States Federal
Aviation Regulations. Since the Regulations of other nations may require
other documents and data, owners of airplanes not registered in the
United States should check with their own aviation officials to determine
their individual requirements,
Cessna recommends that these items, plus the Pilot's Operating
Handbook, Pilot’s Checklists, Power Computer, Customer Care Pro-
gram book and Customer Care Card, be carried in the airplane at all
times.
AIRPLANE INSPECTION PERIODS
FAA REQUIRED INSPECTIONS
As required by Federal Aviation Regulations, all civil aircraft of
U.S. registry must undergo a complete inspection (annual) each twelve
calendar months. In addition to the required ANNUAL inspection, air-
craft operated commercially {for hire) must have a complete inspection
every 100 hours of operation,
The FAA may require other inspections by the issuance of airworthi-
ness directives applicable to the airplane, engine, propeller and compo-
nents, It is the responsibility of the owner/operator to ensure compliance
with all applicable airworthiness directives and, when the inspections are
repetitive, to take appropriate steps to prevent inadvertent noncompliance.
In lieu of the 100 HOUR and ANNUAL inspection requirements, an
airplane may be inspected in accordance with a progressive inspection
schedule, which allows the work load to be divided into smaller operations
that can be accomplished in shorter time periods.
The CESSNA PROGRESSIVE CARE PROGRAM has been developed to
provide a modern progressive inspection schedule that satisfies the com-
plete airplane inspection requirements of both the 100 HOUR and ANNUAL
inspections as applicable to Cessna airplanes, The program assists the
owner in his responsibility to comply with all FAA inspection requirements,
while ensuring timely replacement of life-limited parts and adherence to
factory-recommended inspection intervals and maintenance procedures.
8-5
SECTION 8 CESSNA
HANDLING, SERVICE MODEL '182Q
& MAINTENANCE
CESSNA PROGRESSIVE CARE
The Cessna Progressive Care Program has been designed to help you
realize maximum utilization of your airplane at a minimum cost and down-
time. Under this program, your airplane is inspected and maintained in
four operations at 50-hour intervals during a 200-hour period. The op-
erations are recycled each 200 hours and are recorded in a specially pro-
vided Aircraft Inspection Log as each operation is conducted.
The Cessna Aircraft Company recommends Progressive Care for air- 7
planes that are being flown 200 hours or more per year, and the 100-hour
inspection for all other airplanes. The procedures for the Progressive
Care Program and the 100-hour inspection have been carefully worked out
by the factory and are followed by the Cessna Dealer Organization. The
complete familiarity of Cessna Dealers with Cessna equipment and factor y-
approved procedures provides the highest level of service possible at
lower cost to Cessna owners.
Regardless of the inspection method selected by the owner, he should
keep in mind that FAR Part 43 and FAR Part 91 establishes the require-
ment that properly certified agencies or personnel accomplish all required
FAA inspections and most of the manufacturer recommended inspections. es
CESSNA CUSTOMER CARE PROGRAM
Specific benefits and provisions of the CESSNA WARRANTY plus
other important benefits for you are contained in your CUSTOMER CARE PR
PROGRAM book supplied with your airplane. You will want to thoroughly
review your Customer Care Program book and keep it in your airplane at
all times,
Coupons attached to the Program book entitle you to an initial inspec-
tion and either a Progressive Care Operation No, 1 or the first 100-hour
inspection within the first 6 months of ownership at no charge to you. If
you take delivery from your Dealer, the initial inspection will have been
performed before delivery of the airplane to you. If you pick up your air-
plane at the factory, plan to take it to your Dealer reasonably soon after
you take delivery, so the initial inspection may be performed allowing the
Dealer to make any minor adjustments which may be necessary.
a
You will also want to return to your Dealer either at 50 hours for your
first Progressive Care Operation, or at 100 hours for your first 100-hour
inspection depending on which program you choose to establish for your
airplane. While these important inspections will be performed for you by
any Cessna Dealer, in most cases you will prefer to have the Dealer from
whom you purchased the airplane accomplish this work.
at
8-6
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CESSNA SECTION 8
MODEL 182Q HANDLING, SERVICE
& MAINTENANCE
PILOT CONDUCTED PREVENTIVE MAINTENANCE
A certified pilot who owns or operates an airplane not used as an air
carrier is authorized by FAR Part 43 to perform limited maintenance on
his airplane. Refer to FAR Part 43 for a list of the specific maintenance
operations which are allowed.
NOTE
Pilots operating airplanes of other than U.S, registry
should refer to the regulations of the country of certi-
fication for information on preventive maintenance that
may be performed by pilots.
A Service Manual should be obtained prior to performing any preven-
five maintenance to ensure that proper procedures are followed. Your
Cessna Dealer should be contacted for further information or for required
maintenance which must be accomplished by appropriately licensed per-
sonnel,
ALTERATIONS OR REPAIRS
It is essential that the FAA be contacted prior to any alterations on
the airplane to ensure that airworthiness of the airplane is not violated.
Alterations or repairs to the airplane must be accomplished by licensed
personnel.
GROUND HANDLING
TOWING
The airplane is most easily and safely maneuvered by hand with the
tow-bar attached to the nose wheel. When towing with a vehicle, do not
exceed the nose gear turning angle of 28° either side of center, or damage
to the gear will result. If the airplane is towed or pushed over a rough
surface during hangaring, watch that the normal cushioning action of the
nose strut does not cause excessive vertical movement of the tail and the
resulting contact with low hangar doors or structure. A flat nose tire or
deflated strut will also increase tail height,
PARKING
When parking the airplane, head into the wind and set the parking
brakes. Do not set the parking brakes during cold weather when accumu-
lated moisture may freeze the brakes, or when the brakes are overheated.
8-7
SECTION 8 CESSNA
HANDLING, SERVICE MODEL 182Q
& MAINTENANCE
Close the cowl flaps, install the control wheel lock and chock the wheels,
In severe weather and high wind conditions, tie the airplane down as out-
lined in the following paragraph.
TIE-DOWN
Proper tie-down procedure is the best precaution against damage to
the parked airplane by gusty or strong winds. To tie-down the airplane
securely, proceed as follows:
(1) Set the parking brake and install the control wheel lock.
(2) Install a surface control lock over the fin and rudder.
(3) Tie sufficiently strong ropes or chains (700 pounds tensile
strength) to the wing and tail tie-down fittings and secure each rope
to a ramp tie-down,
(4) Tie a rope (no chains or cables) to the nose gear torque link and
secure to a ramp tie-down,
(5) Install a pitot tube cover.
JACKING
When a requirement exists to jack the entire airplane off the ground,
or when wing jack points are used in the jacking operation, refer to the
Service Manual for specific procedures and equipment required.
Individual main gear may be jacked by using the jack pad which is
incorporated in the main landing gear strut step assembly. When using
the individual gear strut jack pad, flexibility of the gear strut will cause
the main wheel to slide inboard as the wheel is raised, tilting the jack.
The jack must then be lowered for a second jacking operation, Do not
jack both main wheels simultaneously using the individual main gear gear jack
pads.
If nose gear maintenance is required, the nose wheel may be raised
off the ground by pressing down on a tailcone bulkhead, just forward of the
horizontal stabilizer, and allowing the tail to rest on the tail tie-down ring,
NOTE
Do not apply pressure on the elevator or outboard stabi-
lizer surfaces. When pushing on the tailcone, always
apply pressure at a bulkhead to avoid buckling the skin.
To assist in raising and holding the nose wheel off the ground, weight
down the tail by placing sand-bags, or suitable weights, on each side of
the horizontal stabilizer, next to the fuselage. If ground anchors are
8-8
AR,
as,
= ma”
CESSNA SECTION 8
MODEL 182Q HANDLING, SERVICE
& MAINTENANCE
available, the tail should be securely tied down.
NOTE
Ensure that the nose will be held off the ground under
all conditions by means of suitable stands or supports
under weight supporting bulkheads near the nose of the
airplane.
LEVELING
The reference point for leveling the airplane longitudinally is the top
of the tailcone between the rear window and the vertical fin. Deflate the
nose tire and/or lower or raise the nose strut to properly center the bub-
ble in the level. Corresponding points on both upper door sills may be
used to level the airplane laterally.
FLYABLE STORAGE
Airplanes placed in non-operational storage for a maximum of 30 days
or those which receive only intermittent operational use for the first 25
hours are considered in flyable storage status. Every seventh day during
these periods, the propeller should be rotated by hand through five revolu-
tions. This action "limbers'' the oil and prevents any accumulation of cor-
rosion on engine cylinder walls.
(WARNING)
For maximum safety, check that the ignition swifch is
OFF, the throttle is closed, the mixture control is in
the idle cut-off position, and the airplane is secured
before rotating the propeller by hand. Do not stand
within the arc of the propeller blades while turning the
propeller.
After 30 days, the airplane should be flown for 30 minutes or a ground
runup should be made just long enough to produce an oil temperature with-
in the lower green arc range, Excessive ground runup should be avoided.
Engine runup also helps to eliminate excessive accumulations of water
in the fuel system and other air spaces in the engine. Keep fuel tanks full
to minimize condensation in the tanks. Keep the battery fully charged to
prevent the electrolyte irom freezing in cold weather, If the airplane is
to be stored temporarily, or indefinitely, refer to the Service Manual for
proper storage procedures.
8-9
SECTION 8 CESSNA
HANDLING, SERVICE MODEL 182Q
& MAINTENANCE
SERVICING
In addition to the PREFLIGHT INSPECTION covered in Section 4,
COMPLETE servicing, inspection, and test requirements for your air-
plane are detailed in the Service Manual. The Service Manual outlines
all items which require attention at 50, 100, and 200 hour intervals plus
those items which require servicing, inspection, and/or testing at special
intervals.
Since Cessna Dealers conduct all service, inspection, and test proce-
dures in accordance with applicable Service Manuals, it is recommended
that you contact your Cessna Dealer concerning these requirements and
begin scheduling your airplane for service at the recommended intervals.
Cessna Progressive Care ensures that these requirements are accomp-
plished at the required intervals to comply with the 100-hour or ANNUAL
inspection as previously covered,
Depending on various flight operations, your local Government Avia-
tion Agency may require additional service, inspections, or tests. For
these regulatory requirements, owners should check with local aviation
officials where the airplane is being operated.
For quick and ready reference, quantities, materials, and specifica-
tions for frequently used service items are as follows.
ENGINE OIL
GRADE -- Aviation Grade SAE 50 Above 4°C (40°F).
Aviation Grade SAE 10W30 or SAE 30 Below 4°C (40°F).
Multi-viscosity oil with a range of SAE 10W30 is recommended for
improved starting in cold weather. Ashless dispersant oil, conform-
ing to Continental Motors Specification MHS-24A, must be used.
NOTE
Your Cessna was delivered from the factory with a cor-
rosion preventive aircraft engine oil. If oil must be
added during the first 25 hours, use only aviation grade
straight mineral oil conforming to Specification No, MIL-
L-6082.
CAPACITY OF ENGINE SUMP -- 12 Quarts.
Do not operate on less than 9 quarts. To minimize loss of oil through
breather, fill to 10 quart level for normal flights of less than 3 hours.
For extended flight, fill to 12 quarts. These quantities refer to oil
8-10
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“еп”
CESSNA SECTION 8
MODEL 182Q HANDLING, SERVICE
& MAINTENANCE
dipstick level readings. During oil and oil filter changes, one addi-
tional quart is required when the filter element is changed.
OIL AND OIL FILTER CHANGE --
After the first 25 hours of operation, drain engine oil sump and clean
the oil pressure screen. If an oil filter is installed, change the filter
element at this time. Refill sump with straight mineral oil and use
until a total of 50 hours has accumulated or oil consumption has sta-
bilized; then change to dispersant oil. On aircraft not equipped with
an oil filter, drain the engine oil sump and clean the oil pressure
screen each 50 hours thereafter. On aircraft which have an oil filter,
the oil change interval may be extended to 100-hour intervals, pro-
viding the oil filter element is changed at 50-hour intervals. Change
engine oil at least every 6 months even though less than the recom-
mended hours have accumulated. Reduce intervals for prolonged
operation in dusty areas, cold climates, or when short flights and
long idle periods result in sludging conditions.
FUEL
APPROVED FUEL GRADES (AND COLORS) --
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/130) Grade Aviation Fuel (Green).
CAPACITY EACH STANDARD TANK -- 30. 5 Gallons.
CAPACITY EACH LONG RANGE TANK -- 40. 0 Gallons.
NOTE
To ensure maximum fuel capacity during refueling, place
the fuel selector valve handle in either LEFT or RIGHT
position to prevent cross-feeding.
LANDING GEAR
NOSE WHEEL TIRE PRESSURE -- 49 PSI on 5. 00-5, 6-Ply Rated Tire.
MAIN WHEEL TIRE PRESSURE -- 42 PSI on 6. 00-6, 6-Ply Rated Tires.
NOSE GEAR SHOCK STRUT --
Keep filled with MIL-H-5606 hydraulic fluid and inflated with air to
556-60 PSI..
*
8-11
SECTION 8 CESSNA
HANDLING, SERVICE MODEL 1820
éz MAINTENANCE
OXYGEN
AVIATOR'S BREATHING OXYGEN -- Spec No. MIL-0-27210,
MAXIMUM PRESSURE (cylinder temperature stabilized after filling) --
1800 PSI at 21°C (70°F). Refer to Oxygen Supplement (Section 9)
for filling pressures.
CLEANING AND CARE
WINDSHIELD-WINDOWS
The plastic windshield and windows should be cleaned with an aircraft
windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub
with moderate pressure until all dirt, oil scum and bug stains are re-
moved. Allow the cleaner to dry, then wipe it off with soft flannel cloths.
If a windshield cleaner is not available, the plastic can be cleaned
with soft cloths moistened with Stoddard solvent to remove oil and grease,
NOTE
Never use gasoline, benzine, alcohol, acetone, carbon
tetrachloride, fire extinguisher or anti-ice fluid, lacquer
thinner or glass cleaner to clean the plastic, These ma-
terials will attack the plastic and may cause it to craze,
Follow by carefully washing with a mild detergent and plenty of water,
Rinse thoroughly, then dry with a clean moist chamois. Do not rub the
plastic with a dry cloth since this builds up an electrostatic charge which
attracts dust. Waxing with a good commercial wax will finish the clean-
ing job. A thin, even coat of wax, polished out by hand with clean soft
flannel cloths, will fill in minor scratches and help prevent further
scratching.
Do not use a canvas cover on the windshield unless freezing rain or
sleet is anticipated since the cover may scratch the plastic surface.
PAINTED SURFACES
The painted exterior surfaces of your new Cessna have a durable,
long lasting finish and, under normal conditions, require no polishing or
buffing. Approximately 15 days are required for the paint to cure com-
pletely; in most cases, the curing period will have been completed prior
to delivery of the airplane. In the event that polishing or buffing is re-
quired within the curing period, it is recommended that the work be done
8-12
pe
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—
CESSNA SECTION 8
MODEL 182Q HANDLING, SERVICE
& MAINTENANCE
by someone experienced in handling uncured paint. Any Cessna Dealer
can accomplish this work.
Generally, the painted surfaces can be kept bright by washing with
water and mild soap, followed by a rinse with water and drying with
cloths or a chamois. Harsh or abrasive soaps or detergents which cause
corrosion or scratches should never be used. Remove stubborn oil and
grease with a cloth moistened with Stoddard solvent.
Waxing is unnecessary to keep the painted surfaces bright. However,
if desired, the airplane may be waxed with a good automotive wax. A
heavier coating of wax on the leading edges of the wings and tail and on
the engine nose cap and propeller spinner will help reduce the abrasion
encountered in these areas.
When the airplane is parked outside in cold climates and it is neces-
sary to remove ice before flight, care should be taken to protect the
painted surfaces during ice removal with chemical liquids. A 50-50 solu-
tion of isopropyl alcohol and water will satisfactorily remove ice accumu-
lations without damaging the paint. A solution with more than 50% alcohol
is harmful and should be avoided. While applying the de-icing solution,
keep it away from the windshield and cabin windows since the alcohol will
attack the plastic and may cause it to craze.
PROPELLER CARE
Preflight inspection of propeller blades for nicks, and wiping them
occasionally with an oily cloth fo clean off grass and bug stains will as-
sure long, trouble-free service. Small nicks on the propeller, particu-
larly near the tips and on the leading edges, should be dressed out as
soon as possible since these nicks produce stress concentrations, and if
ignored, may result in cracks. Never use an alkaline cleaner on the
blades; remove grease and dirt with carbon tetrachloride or Stoddard
solvent.
ENGINE CARE
The engine may be cleaned with Stoddard solvent, or equivalent, then
dried thoroughly.
{CAUTION]
Particular care should be given to electrical equipment
before cleaning. Cleaning fluids should not be allowed
to enter magnetos, starter, alternator and the like.
Protect these components before saturating the engine
8-13
SECTION 8 CESSNA
HANDLING, SERVICE MODEL 182Q
& MAINTENANCE :
with solvents. All other openings should also be covered
before cleaning the engine assembly. Caustic cleaning
solutions should be used cautiously and should always be
properly neutralized after their use.
INTERIOR CARE
To remove dust and loose dirt from the upholstery and carpet, clean
the interior regularly with a vacuum cleaner,
Blot up any spilled liquid promptly with cleansing tissue or rags.
Don't pat the spot; press the blotting material firmly and hold it for sev-
eral seconds. Continue blotting until no more liquid is taken up. Scrape
off sticky materials with a dull knife, then spot-clean the area.
Oily spots may be cleaned with household spot removers, used spar-
ingly. Before using any solvent, read the instructions on the container
and test it on an obscure place on the fabric to be cleaned. Never satu-
rate the fabric with a volatile solvent; it may damage the padding and
backing materials.
Soiled upholstery and carpet may be cleaned with foam-type detergent,
used according to the manufacturer's instructions. To minimize wetting
the fabric, keep the foam as dry as possible and remove it with a vacuum
cleaner,
If your airplane is equipped with leather seating, cleaning of the seats
is accomplished using a soft cloth or sponge dipped in mild soap suds.
The soap suds, used sparingly, will remove traces of dirt and grease.
The soap should be removed with a clean damp cloth.
The plastic trim, headliner, instrument panel and control knobs need
only be wiped off with a damp cloth. Oil and grease on the control wheel
and control knobs can be removed with a cloth moistened with Stoddard
solvent. Volatile solvents, such as mentioned in paragraphs on care of
the windshield, must never be used since they soften and craze the plastic.
PN
i,
PILOT'S OPERATING HANDBOOK CESSNA 300 ADF
SUPPLEMENT (TYPE R-546E)
SUPPLEMENT
- “ CESSNA 300 ADF
(Type R-546E)
SECTION 1
GENERAL
The Cessna 300 ADF is a panel-mounted, digitally tuned automatic
direction finder. It is designed to provide continuous 1 kHz digital tuning
in the frequency range of 200 kHz to 1, 699 kHz and eliminates the need for
mechanical band switching. The system is comprised of a receiver, loop
antenna, bearing indicator and a sense antenna. In addition, when two or
more radios are installed, speaker-phone selector switches are provided.
Each control function is described in Figure 1.
The Cessna 300 ADF can be used for position plotting and homing
procedures, and for aural reception of amplitude-modulated (AM) signals.
With the function selector knob at ADF, the Cessna 300 ADF provides
a visual indication, on the bearing indicator, of the bearing to the trans-
mitting station relative to the nose of the airplane. This is done by com-
bining signals from the sense antenna with signals from the loop antenna,
With the function selector knob at REC, the Cessna 300 ADF uses only
the sense antenna and operates as a conventional low-frequency receiver.
The Cessna 300 ADF is designed to receive transmission from the
following radio facilities: commercial broadcast stations, low-frequency
range stations, FAA radio beacons, and ILS compass locators.
1 of 6
CESSNA 300 ADF PILOT'S OPERATING HANDBOOK
(TYPE R-546E)
SUPPLEMENT
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1. OFF/VOL CONTROL - Controls primary power and audio output
level. Clockwise rotation from OFF position applies primary
power to receiver; further clockwise rotation increases audio level
2.
FREQUENCY SELECTORS - Knob (À) selects 100-kHz incre-
ments of receiver frequency, knob (B) selects 10-kHz incre- (A
ments, and knob (C) selects 1-kHz increments
Figure 1. Cessna 300 ADF Operating Controls and Indicators (Sheet 1 of 2)
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PILOT'S OPERATING HANDBOOK CESSNA 300 ADF
SUPPLEMENT (TYPE R-546E)
3. FUNCTION SWITCH:
BFO: Selects operation as communication receiver using
only sense antenna and activates 1000-Hz tone beat
frequency oscillator to permit coded identifier of
stations transmitting keyed CW signals (Morse
Code) to be heard.
REC: Selects operation as standard communication re-
ceiver using only sense antenna.
ADF: Set operates as automatic direction finder using loop
and sense antennas,
TEST: Momentary-on position used during ADF operation
to test bearing reliability, When held in TEST
position, slews indicator pointer clockwise; when
released, if bearing is reliable, pointer returns
to original bearing position.
4. INDEX (ROTATABLE CARD) - Indicates relative, magnetic, or
true heading of aircraft, as selected by HDG control.
5. POINTER - Indicates station bearing in degrees of azimuth,
relative to the nose of the aircraft. When heading control is
adjusted, indicates relative, magnetic, or true bearing of
radio signal.
6. HEADING CONTROL (HDG) - Rotates card to set in relative,
| magnetic, or true bearing information.
Figure 1. Cessna 300 ADF Operating Controls and Indicators (Sheet 2 of 2)
3
CESSNA 300 ADF PILOT'S OPERATING HANDBOOK
(TYPE R-546E) SUPPLEMENT
SECTION 2
LIMITATIONS ие
There is no change to the airplane limitations when this avionic
equipment is installed.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this
avionic equipment is installed.
A
SECTION 4
NORMAL PROCEDURES
TO OPERATE AS A COMMUNICATIONS RECEIVER ONLY:
(1) OFF/VOL Control -- ON. i,
(2) Function Selector Knob -- ВЕС.
(3) Frequency Selector Knobs -- SELECT operating frequency.
(4) ADF SPEAKER/PHONE Switch -- SELECT speaker or phone
position as desired.
(5) VOL Control -- ADJUST to desired listening level. J
TO OPERATE AS AN AUTOMATIC DIRECTION FINDER:
(1) OFF/VOL Control -- ON.
(2) Frequency Selector Knobs -- SELECT operating frequency.
(3) ADF SPEAKER/PHONE Switch -- SELECT speaker or phone
position. | ss
(4) Function Selector Knob -- ADF position and note relative bearing
on indicator.
(5) VOL Control -- ADJUST to desired listening level.
TO TEST RELIABILITY OF AUTOMATIC DIRECTION FINDER:
(1) Function Selector Knob -- ADF position and note relative bearing ...
on indicator. |
(2) Function Selector Knob -- TEST position and observe that pointer
moves away from relative bearing at least 10 to 20 degrees.
(3) Function Selector Knob -- ADF position and observe that pointer
returns to same relative bearing as in step (1).
PILOT'S OPERATING HANDBOOK CESSNA 300 ADF
SUPPLEMENT (TYPE R-546E)
TO OPERATE BFO:
(1) OFF/VOL Control -- ON.
(2) Function Selector Knob -- BFO.
(3) Frequency Selector Knobs ~- SELECT operating frequency.
(4) ADF SPEAKER/PHONE Switch -- SELECT speaker or phone
position.
(5) VOL Control -- ADJUST to desired listening level.
NOTE
A 1000-Hz tone is heard in the audio output when a CW
signal (Morse Code) is tuned in properly.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic
equipment is installed. However, the installation of an externally mount-
ed antenna or several related external antennas, will result in a minor
reduction in cruise performance.
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